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Consultancy Services for Preparation of Detailed Project Report for rehabilitation and upgradation of NH stretches
under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)]
January 2011
Final Feasibility Report
Volume – I (Main Report)
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NATIONAL HIGHWAYS AUTHORITY OF INDIA
Prepared For:
MEERUT TO BULANDSHAHR SECTION (NH-235)
Table of Contents
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson i January 2011
TABLE OF CONTENTS
CHAPTER NO.
TITLE PAGE NO.
0.0 EXECUTIVE SUMMARY 0-1
0.1 Background 0-1 0.2 Investigations & Evaluations 0-1
0.3 Project Development Descriptions 0-1
0.3.1 General 0-1 0.3.2 District and Nodal Towns on the Project Road 0-2 0.3.3 Carriageway and Roadway Width 0-2 0.3.4 Right of Way 0-2 0.3.5 Traffic Volume 0-3 0.3.6 Proposed Developmental Plan/ Construction Features 0-4 0.3.7 Proposed Bypass Section 0-5 0.3.8 Pavement Composition 0-6 0.3.9 Junction Improvement 0-7 0.3.10 Proposal of Bridges, Culverts and other Structures 0-10 0.3.11 Toll Plaza 0-14 0.3.12 Total Cost of the Project 0-14
1.0 OVERVIEW OF NHAI 1-1
1.1 NHAI Establishment 1-1
1.2 NHAI Mandate 1-1
1.2.1 NHAI Organization 1-1 1.2.2 National Highway Development Program (NHDP) 1-1 1.2.3 Government Policy Initiatives 1-3
2.0 PROJECT ROAD DESCRIPTIONS 2-1
2.1 General 2-1
2.2 Project Background 2-1
2.3 Study of Project Corridor 2-1
2.3.1 Terrain and Land use 2-3 2.3.2 Climatic Conditions 2-3 2.3.3 Existing Carriageway Width 2-6 2.3.4 Existing Right of Way 2-6 2.3.5 Cross Drainage Structures 2-6 2.3.6 Highway Geometrics 2-7 2.3.7 Pavement Condition 2-7 2.3.8 Major Developments along project road 2-7 2.3.9 Cross Roads and Junctions 2-7 2.3.10 Drainage Condition 2-7 2.3.11 Railway Crossings 2-8 2.3.12 Flyover 2-8 2.3.12 Utility Lines 2-8
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson ii January 2011
CHAPTER NO.
TITLE PAGE NO.
3.0 METHODOLOGY FOR FEASIBILITY STUDY 3-1
3.1 General 3-1
3.2 Traffic Surveys 3-1
3.2.1 Classified Traffic Volume Count 3-1 3.2.2 Origin- Destination and Commodity Movements Survey 3-1 3.2.3 Turning Movements Survey 3-2 3.2.4 Axle Load Surveys 3-2 3.2.5 Speed Delay Surveys 3-2 3.2.6 Pedestrian/Animal Cross traffic /Truck terminal Surveys 3-2 3.2.7 Survey Programme 3-2
3.3 Traffic Forecast 3-3
3.4 Engineering Surveys and Investigations 3-3
3.4.1 Reconnaissance and Alignment 3-3 3.4.2 Topographic Surveys 3-3 3.4.3 Road and Pavement Investigations 3-4 3.4.4 Subgrade Characteristics and Strength 3-5
3.5 Environmental and Social Screening 3-5
3.5.1 Environmental screening 3-5 3.5.2 Social Screening 3-6
3.6 Scheme Development and Assessment 3-7
3.6.1 Widening and Strengthening scheme 3-7 3.6.2 Bypasses 3-7 3.6.3 Homogeneous Section 3-7 3.6.4 Pavement Design 3-7 3.6.5 Bridges and Culverts 3-8
3.7 Preliminary Cost Estimates 3-8 3.8 Economic Viability 3-8 3.9 Financial Study 3-8
3.10 Feasibility Report 3-9
4.0 SOCIO-ECONOMIC PROFILE 4-1
4.1 Introduction 4-1 4.1.1 Background 4-1 4.1.2 Project Influence Area 4-1 4.1.3 Methodology 4-1 4.1.4 Data sources 4-1 4.1.5 Project Corridor 4-2
4.2 Demographic Profile 4-2
4.2.1 Population Growth 4-2 4.2.2 Density and Urbanization 4-2 4.2.3 Likely Population Growth Rate 4-3
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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4.3 Economic Profile 4-4
4.3.1 State Income and its dynamics 4-4 4.3.2 Growth Trend 4-4 4.3.3 Per capita Income growth 4-5 4.3.4 Industrial growth 4-6 4.3.5 Agricultural Sector Performance 4-9 4.3.6 Mineral Exploration 4-11 4.3.7 Energy 4-12 4.3.8 Tourism Potential 4-12
4.4 Transport Network 4-13
4.4.1 Background 4-13 4.4.2 Road Network Development 4-14 4.4.3 Road Transport 4-14 4.4.4 Non Road Transport 4-15
4.5 Economic Growth Prospects 4-16
4.5.1 State income growth perspective 4-16 4.5.2 Population Growth Scenario 4-18
5.0 TRAFFIC SURVEYS, ANALYSIS AND FORECAST 5-1
5.1 Introduction 5-1 5.2 Identification of Homogeneous Road Sections 5-1 5.3 Primary Surveys – Schedule 5-1
5.4 Survey Methodology 5-4
5.4.1 Classified Traffic Volume Counts 5-4 5.4.2 Origin-Destination Survey 5-4 5.4.3 Turning Movement Survey 5-5 5.4.4 Axle Load Survey 5-5 5.4.5 Speed and Delay Survey 5-5
5.5 Data Analysis 5-5
5.5.1 Analysis of Traffic Volume Count 5-5 5.5.2 Average Daily Traffic (ADT) 5-6 5.5.3 Annual Average Daily Traffic (AADT) 5-7 5.5.4 Daily Traffic Variation 5-11 5.5.5 Hourly Variation and Peak Hour Share of Traffic 5-11 5.5.6 Directional Distribution 5-13 5.5.7 Traffic Composition 5-13
5.6 Analysis of O-D Survey Data 5-14
5.6.1 Data Checking 5-14 5.6.2 Zoning System 5-15 5.6.3 Commodity Groups 5-16 5.6.4 Expansion Factors and Development of Origin-Destination Matrices 5-17 5.6.5 Commodity Analysis 5-17 5.6.6 Travel Pattern 5-18 5.6.7 Lead Load Analysis 5-26 5.6.8 Trip Frequency Distribution 5-28
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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5.7 Analysis of Turning Movement Survey Data 5-28 5.7.1 Peak Hour Traffic 5-28 5.7.2 Analysis and Improvement Proposal 5-29
5.8 Analysis of Axle Load Survey Data 5-30
5.8.1 General 5-30 5.8.2 Location 5-30 5.8.3 Vehicle Damaging Factor 5-30 5.8.4 Load Equivalence Factors 5-31 5.8.5 Axle Load Spectrum Analysis 5-32
5.9 Analysis of Speed and Delay Survey Data 5-36
5.10 Traffic Forecast 5-36
5.10.1 Transport Demand Elasticity 5-36 5.10.2 Economic Perspective 5-39 5.10.3 Projected Traffic Growth Rates 5-41
5.11 Total Forecasted Traffic 5-41
5.12 Capacity Analysis 5-42
5.12.1 Capacity and Design Service Volume Guidelines 5-42 5.12.2 Capacity Analysis 5-42
5.13 Toll Plaza 5-45
5.13.1 Existing Toll locations 5-45 5.13.2 Proposed Toll Plaza Locations 5-45 5.13.3 Number of Lanes at Toll Plaza 5-45
6.0 ENGINEERING SURVEYS AND INVESTIGATIONS 6-1
6.1 Road Inventory and Road Condition 6-1
6.1.1 Terrain 6-1 6.1.2 Land use 6-1 6.1.3 Carriageway and Roadway width 6-1 6.1.4 Surfacing Type 6-2 6.1.5 Shoulder 6-2 6.1.6 Embankment Height 6-2 6.1.7 Right of Way 6-2 6.1.8 Villages and Towns 6-3 6.1.9 Side Drain 6-3 6.1.10 Horizontal Curves 6-3 6.1.11 Road Junctions 6-3 6.1.12 Road Signs 6-4
6.2 Pavement Condition Survey 6-4
6.2.1 Pavement Condition 6-4 6.2.2 Shoulder Condition 6-5 6.2.3 Drainage Condition 6-5
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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6.3 Benkelman Beam Deflection Technique 6-5
6.4 Trial Pits 6-8
6.4.1 Pavement Composition 6-8 6.4.2 Insitu-density and moisture content 6-9 6.4.3 Field CBR using DCP 6-10 6.4.4 Characterisation of Subgrade 6-11
6.5 Material Investigations 6-13
6.5.1 Borrow Area Soil 6-13 6.5.2 Sand Quarry 6-13
6.6 Inventory and Condition Surveys of Culverts 6-13
6.7 Bridges Investigations 6-13
6.7.1 Bridge Inventory 6-14 6.7.2 Condition Survey of Bridges 6-14
6.8 Railway Level Crossing/ROB/RUB/VUP & Other Structures 6-14
7.0 DESIGN STANDARDS 7-1
7.1 Introduction 7-1 7.2 Guiding Principles 7-1 7.3 Terrain Classification 7-1 7.4 Design Speed 7-2
7.5 Cross Sectional Elements 7-2
7.5.1 Road Land Width/ Right-of-Way (ROW) 7-2 7.5.2 Cross-Sectional Requirement in Rural Sections 7-2 7.5.3 Cross-Sectional Requirement in Urban/Built up Sections 7-3
7.6 Camber or Crossfall 7-3
7.7 Horizontal Alignment 7-4
7.7.1 Radii of Horizontal Curves 7-4 7.7.2 Super elevation 7-4 7.7.3 Transition Curves 7-5
7.8 Site Distance 7-5
7.9 Vertical Alignment 7-5
7.9.1 Vertical Curves 7-6
7.10 Embankment 7-6
7.11 Pavement Design 7-6 7.11.1 Subgrade 7-6 7.11.2 Type of Pavement 7-7 7.11.3 Design Traffic 7-7 7.11.4 Design Procedures 7-7
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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7.12 Service Roads 7-7 7.13 Geometric Design Requirements of additional features 7-7 7.14 Geometric Design Control 7-8
7.15 Roadway Width at Cross-Drainage Structures 7-8
7.15.1 Culverts 7-8
7.16 Design Standards for Structures 7-8 7.16.1 General 7-8 7.16.2 Hydraulic and Hydrological Investigations 7-9 7.16.3 Cross-sectional Elements 7-9 7.16.4 Type of Super Structure 7-10 7.16.5 Specification for Material 7-10 7.16.6 Loads and Forces to be considered in Design 7-11 7.16.7 Design Methodology 7-14 7.16.8 Quality Assurance 7-17
7.17 Standards for Interchanges 7-17 7.18 Standards for At-Grade Intersections 7-18 7.19 Traffic signs and Road Markings 7-19
8.0 DEVELOPMENT PROPOSALS 8-1
8.1 General 8-1 8.2 Alignment and Geometry 8-1
8.3 Cross Sectional Details 8-1
8.3.1 Lane Width 8-1 8.3.2 Paved Shoulders 8-1 8.3.3 Earthen Shoulders 8-1 8.3.4 Median 8-2 8.3.5 Service Road 8-2 8.3.6 Footpath 8-2 8.3.7 Utility Corridor 8-2 8.3.8 Side Slopes 8-2 8.3.9 Crossfall 8-2 8.3.10 Proposed ROW 8-2 8.3.11 Cross Section 8-2
8.4 Widening Scheme 8-14
8.5 Proposals for Bypasses 8-20
8.5.1 Phaphunda Bypass 8-20 8.5.2 Kharkhauda Bypass 8-21 8.5.3 Hapur Bypass 8-21 8.5.4 Gulaothi Bypass 8-22
8.6 Homogeneous Sections 8-27
8.6.1 Analysis of Unit Delineation by Cumulative Differences 8-27 8.6.2 Homogeneous section for pavement design of widening of existing 8-27
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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lane
8.6.3 Homogeneous section for overlay and reconstruction of existing lane 8-29 8.6.4 Homogeneous section for pavement design of new construction 8-31
8.7 Pavement Options 8-33
8.7.1 IRC: 37-2001 Method of Flexible Pavement Design – Widening and for New Construction
8-33
8.7.2 IRC: 81-1997 Method of Flexible Overlay – For Strengthening of Existing Pavement
8-37
8.7.3 IRC: 58-2002 Method of Rigid Pavement Design – For Toll Plaza locations
8-37
8.8 Junctions Design 8-40
8.8.1 General Criterion for improvement proposal at junctions 8-40 8.8.2 Details of Junctions improvement proposal 8-41
8.9 Design of Bridges 8-44
8.9.1 Existing Bridges 8-44 8.9.2 Proposal of New Bridges 8-44 8.9.3 Improvement Proposal of Railway Level crossings 8-48 8.9.4 Proposal for VUP and PUP 8-50
8.10 Design of Culverts 8-51
8.11 Road Furnitures and Other features 8-58
8.11.1 Introduction 8-58 8.11.2 Bus Bays and Bus Shelters 8-58 8.11.3 Truck Lay byes 8-59 8.11.4 Road Markings 8-59 8.11.5 Cautionary, Mandatory and Informatory Signs 8-59 8.11.6 Kilometre Stone Details 8-59 8.11.7 200m Stones and Boundary Stones 8-59 8.11.8 Delineators and Object Markers 8-60 8.11.9 Guard Post 8-60
8.11.10 Crash Barrier 8-60 8.11.11 Road Humps and Rumble Strips 8-60
8.12 Design of Toll Plaza 8-61
8.12.1 Number of Lanes at Toll Plaza 8-61 8.12.2 Toll Plaza Design 8-61
8.13 Road Safety Audit 8-62
9.0 ENVIRONMENTAL SCREENING AND INITIAL
ENVIRONMENTAL EVALUATION 9-1
9.1 Background 9-1 9.2 Project Description 9-1 9.3 Description of the Environment 9-1 9.4 Potential Environmental Impacts and Mitigation Measures 9-5 9.5 Environmental Monitoring Plan 9-10
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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9.6 Environmental Management Plan 9-10 9.7 Environmental Budget for Mitigation Measures & Environmental
Management Plan 9-10
10.0 INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND
ACQUISITION/ RESETTLEMENT PLAN 10-1
10.1 Description of the Project Road 10-1 10.2 Objectives of the Resettlement Action Plan 10-1
10.3 Land Acquisition and Project Impact 10-1
10.3.1 Location and Area 10-1 10.3.2 Right of Way/Land Requirement 10-2 10.3.3 Measures to Minimize Impacts 10-2 10.3.4 Acquisition of Land and Structures 10-2 10.3.5 Project Affected Persons (PAPs) 10-3
10.4 Resettlement Principles 10-3 10.5 Consultation and Disclosures 10-3 10.6 Institutional Mechanism & Grievance Redressal 10-4 10.7 RAP Implementation Budget 10-5 10.8 Monitoring & Evaluation 10-5
11.0 COST ESTIMATE 11-1
11.1 General 11-1
11.2 Rate Analysis 11-1
11.2.1 Material 11-1 11.2.2 Labour 11-2 11.2.3 Machineries 11-2
11.3 Estimation of Quantities and Cost 11-2 11.4 Preliminary Project Cost 11-3
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson ix January 2011
LIST OF TABLES
TABLE NO. TITLE PAGE
NO.
0.1 Project Length 0-2 0.2 Lane Configuration along the Project Stretch 0-2 0.3 Proposed Right of Way along the project stretch 0-3 0.4 Annual Average Daily Traffic (AADT) 0-4 0.5 Widening Scheme Length 0-4 0.6 Proposed Bypass Locations 0-5 0.7 Flexible Pavement Thickness for Pavement widening portion 0-6 0.8 Flexible Pavement Thickness for New Pavement and Reconstruction
stretch 0-6
0.9 Proposed Overlay Thicknesses for existing lane 0-7 0.10 Rigid Pavement Composition at Toll Plaza 0-7 0.11 Junction Improvement proposal 0-7 0.12 Summary of Development of Bridges 0-11 0.13 Summary of Development of Culverts 0-12 0.14 List of Railway Crossing on the Project Road Section 0-12 0.15 Existing and Proposed VUP 0-13 0.16 Existing and Proposed PUP /CUP 0-13 0.17 Details Toll Plaza 0-14 0.18 Abstract Project Cost (Design length = 62.521 km) 0-14
2.1 Summarised Details of Cross Drainage Structures 2-6
4.1 Population growth of PIA and India 4-2 4.2 Demographic profiles of study district and state, 2001 Census 4-2 4.3 Population projection by RGI (1996-2016) 4-3 4.4 Adopted population growth rate of the study region (Average Annual
Compound Growth Rate) 4-4
4.5 Periodical growth rate of State Income, in real terms at current price (Average Annual Compound Growth Rate in %)
4-5
4.6 Summary growth rates of Per Capita Income of U.P. (2000-2001 to 2006-07 at 1999-00 constant prices)
4-5
4.7 Summary of Growth Rates of Manufacturing Sector of UP Economy 4-6 4.8 Major exports from UP in 1997-98 4-8 4.9 Details of land use in UP 4-10
4.10 Productivity of major crops in UP in 2004-2005 4-11 4.11 Major mineral production by U.P 4-11 4.12 Number of Tourist coming to Uttar Pradesh 4-13 4.13 PWD Road Length in Uttar Pradesh (Km) 4-14 4.14 Vehicles Plying on road in U P 4-15 4.15 Vehicles Registered in a year in U.P. 4-15 4.16 Economic growth scenarios in Uttar Pradesh in 2001-2010 4-17 4.17 Annual NSDP economic growth estimated by major sector 2001-2010 4-17 4.18 Annual growth estimated by economic sector and Region 2001-2010
(Medium Growth Scenario) 4-17
4.19 Future population growth of UP (AACGR in %) 4-18
5.1 Homogeneous Traffic Sections 5-1 5.2 Schedule of Traffic Surveys on the Project road (Meerut - Bulandshahr) 5-2 5.3 Vehicle Classification System 5-4
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson x January 2011
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NO.
5.4 PCU Factors Adopted for the study 5-5 5.5 Average Daily Traffic 5-6 5.6 Adopted Seasonal Correction Factor 5-7 5.7 Annual Average Daily Traffic 5-7 5.8 Summary of Classified Traffic Volume Count at Km 18+000 5-9 5.9 Summary of Classified Traffic Volume Count at Km 39+000 5-10
5.10 Peak Hour Traffic 5-13 5.11 Directional Distribution Share 5-13 5.12 Sample Size of O-D Survey 5-15 5.13 Adopted Zoning System for the Study 5-15 5.14 Classification of Commodities 5-16 5.15 Commodity Wise Goods Movement Pattern (%) 5-17 5.16 Share of Travel Pattern (%) 5-19 5.17 Lead Distribution of Passengers Vehicles (%) 5-26 5.18 Lead Distribution of Freight Vehicles (%) 5-26 5.19 Average Trip Length 5-27 5.20 Load Distribution of Freight Vehicles (%) 5-27 5.21 Average Load 5-28 5.22 Average Trip Frequency Distribution (%) 5-28 5.23 Peak Hour Traffic at Intersections 5-28 5.24 Projected Average Daily Traffic of Cross Roads at Junctions 5-29 5.25 Projected Peak Hour Traffic at Junctions 5-29 5.26 Junction wise Improvement 5-30 5.27 Load Equivalency Factors 5-31 5.28 Vehicle Damage Factors Meerut-Bulandshahr Section on NH-235 5-32 5.29 Sample Size of Axle Load Survey at location Km 18+000 (Kharkhauda) 5-33 5.30 Sample size of axle load survey at location Km 39+000 (Padau) 5-33 5.31 Meerut to Bulandshahr – Km 18+000 (Kharkhauda) 5-34 5.32 Bulandshahr to Meerut – Km 18+000 (Kharkhauda) 5-34 5.33 Meerut to Bulandshahr – Km 39+000 (Padau) 5-35 5.34 Bulandshahr to Meerut – Km 39+000 (Padau) 5-35 5.35 Observed Speed along Project Road 5-36 5.36 Mode wise PIA Percentage Share 5-37 5.37 Transport Demand Elasticity using Vehicle Registration Data of PIA 5-38 5.38 Weighted Transport Demand Elasticity 5-38 5.39 Projected Transport Demand Elasticities 5-39 5.40 Average Annual Growth Rates from Time Trend 5-39 5.41 Growth Rate in Economy 5-40 5.42 Projected Traffic Growth Rates using Econometric Model (Figures in
Percentage) 5-41
5.43 Adopted Projected Traffic Growth Rates (Figures in Percentage) 5-41 5.44 Mode-wise Forecasted Traffic 5-42 5.45 Design Service Volume of Four-lane Highway in PCUs per day 5-42 5.46 Design Service Volumes at Different Level of Services 5-42 5.47 Projected Sectional Tollable Traffic in Vehicles 5-43 5.48 Projected Sectional Total Traffic in PCUs with LOS 5-43 5.49 Projected Sectional Tollable Traffic in PCUs with LOS 5-44 5.50 Required Toll Lanes 5-46
6.1 Lane configuration along the project stretch 6-2 6.2 Shoulder details along the project stretch 6-2
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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NO.
6.3 Location of villages and towns 6-3 6.4 Locations for needing geometric improvement 6-3 6.5 Location of major road junctions 6-4 6.6 Criteria for classification of pavement sections 6-4 6.7 Characteristic Deflection along the Project Road 6-6 6.8 Pavement Composition of the Existing Road 6-9 6.9 Field dry density 6-9
6.10 Field CBR value obtained from DCP Test 6-11 6.11 Different Tests carried out on Subgrade Soil 6-11 6.12 Test Results of Existing Subgrade Soil 6-12 6.13 Lists of Source of Materials 6-13 6.14 Details of Culverts and Condition 6-13 6.15 Major and Minor Bridges along the Project Road 6-14 6.16 List of Railway Crossing on the Project Road Section. 6-14 6.17 List of VUP on the Project Road Section 6-14
8.1 Tentative Widening Scheme 8-15 8.2 Summary of Widening Scheme 8-20 8.3 Salient Features of proposed Hapur Bypass 8-21 8.4 Homogeneous Sections for Pavement Design of Widening of Existing
Lane 8-27
8.5 Homogeneous Sections for Overlay & reconstruction of existing lane 8-29 8.6 Homogeneous Sections for New Pavement 8-31 8.7 Pavement Design Methods 8-33 8.8 Annual Average Daily Traffic in Base year (2010) 8-34 8.9 Vehicle Damage Factors adopted for the design 8-34
8.10 Design Traffic in Million Standard Axles 8-35 8.11 Materials Specification and Characterisation 8-35 8.12 Flexible Pavement Thickness for Widening of Existing Lane 8-36 8.13 Flexible Pavement Thickness for New pavement and Reconstruction
Stretches 8-37
8.14 Proposed Overlay Thicknesses on existing lane 8-37 8.15 Recommended Temperature Differentials for Concrete 8-38 8.16 Approximate k-value corresponding to CBR Values for Homogeneous
Soil Subgrade 8-38
8.17 k-Values over Granular and Cement Treated Sub-bases 8-38 8.18 k-Values over Dry Lean Concrete Sub-base 8-39 8.19 Proposed Rigid Pavement thickness at Toll Plaza Location, km 35+215 8-40 8.20 Junction Improvement proposal 8-41 8.21 Development scheme of Existing and New Bridges 8-47 8.22 Development Proposal for Railway Level Crossings 8-49 8.23 Existing and Proposed VUP 8-50 8.24 Summary of development of culverts 8-51 8.25 Development Proposals for Existing Culverts 8-52 8.26 Locations of Bus bays with Bus Shelter 8-58 8.27 Locations of Bus Shelters 8-58 8.28 Locations of truck lay byes 8-59 8.29 Location and Section of Toll Plaza 8-61 8-30 Required Toll Lanes 8-62
11.1 Abstract Project Cost 11-4
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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LIST OF FIGURES
FIGURE NO.
TITLE PAGE
NO.
1.1 Organisation Chart of NHAI 1-4 1.2 National Highways Development Project Phase-I, II & III 1-5
2.1 Project Location Map 2-2 2.2 Mean Temperature of the state of Uttar Pradesh 2-4 2.3 Annual Rainfall of the state of Uttar Pradesh 2-5
4.1 Growth of State Income of UP 4-4 4.2 Sectoral contribution to NSDP, 2004-09 4-6 4.3 Annual growth in industrial performance of UP 4-8 4.4 Average Yield of Major Crops in U.P. 4-11 4.5 Growth in Tourism Sector 4-13
5.1 Traffic Survey Location Map 5-3 5.2 Daily Traffic Variation 5-11 5.3 Hourly Variation of Traffic 5-12 5.4 Composition of Traffic 5-14 5.5 Desire Line Diagram for OD Goods Vehicles for both locations 5-20 5.6 Desire Line Diagram for OD Passenger Vehicles for both locations 5-21
5.7 Desire Line Diagram for OD Goods Vehicles at Km 18+000 (Kharkhauda)
5-22
5.8 Desire Line Diagram for OD Goods Vehicles at Km 39+000 (Padau) 5-23
5.9 Desire Line Diagram for OD Passenger Vehicles at Km 18+000 (Kharkhauda)
5-24
5.10 Desire Line Diagram for OD Passenger Vehicles at Km 39+000 (Padau) 5-25
6.1 Characteristic Deflection (mm) along the Project road from Meerut –Bulandshahr (NH-235)
6-7
6.2 Field dry density in (gm/cc) 6-10 6.3 Field Moisture content (%) 6-10
8.1 Typical Cross Sections – I 8-4
8.1A Typical Cross Sections – IA 8-5 8.2 Typical Cross Sections – II 8-6 8.3 Typical Cross Sections – III 8-7 8.4 Typical Cross Sections – IV 8-8 8.5 Typical Cross Sections – V 8-9 8.6 Typical Cross Sections – VI 8-10 8.7 Typical Cross Sections – VII 8-11 8.8 Typical Cross Sections – VIII 8-12 8.9 Typical Cross Sections – IX 8-13
8.10A Proposed Alignment for Phaphunda Bypass 8-23 8.10B Proposed Alignment for Kharkhauda Bypass 8-24 8.10C Proposed Alignment for Hapur Bypass 8-25 8.10D Proposed Alignment for Gulaothi Bypass 8-26
8.11 Homogeneous Sections for Pavement Design for Widening of Existing lane 8-28
8.12 Homogeneous Sections for Pavement design for Overlay of Existing Lane 8-30 8.13 Homogeneous Sections for New Pavement design 8-32
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
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FIGURE NO.
TITLE PAGE
NO.
8.14 Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway (Both sides new Bridges for 4-Lane Standards)
8-45
8.15 Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway (Both sides new Bridges for 6-Lane Standards) 8-45
8.16 Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway (One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
8-46
8.17 Cross Section of Bridge at Deck Level- without Footpath for 4-Lane Divided Highway (One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
8-46
8.18 Cross Section of Culvert for 4-Lane Divided Highway at Road Level 8-51
Chapter – 0 Executive Summary
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of UP: Meerut –Bulandshahr Section ( NH-235) Executive Summary
Scott Wilson 0 - 1 January 2011
0.0 EXECUTIVE SUMMARY 0.1 Background 0.1.1 The work for consultancy services for Preparation of Detailed Project report for rehabilitation
and upgradation of National Highway stretches under NHDP – IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] in the state of Uttar Pradesh has been awarded to M/s. Scott Wilson India Private Limited, vide National Highways Authority of India (NHAI) letter no. NHAI/Coord./4/2009/10467 dated on 12th March 2010.
0.1.2 Scott Wilson India Private Limited has been commissioned by NHAI to provide consulting services in the preparation of Detailed Project Report (DPR) for rehabilitation and upgrading of the stretch to 2-lane with paved shoulder configuration with provision of capacity augmentation.
0.2 Investigations & Evaluations 0.2.1 Feasibility Study was carried out by Scott Wilson India Private Limited and the report evaluates
Financial Viability in terms of Financial Internal Rate of Return (FIRR) and economic viability in terms of Economic Internal Rate of Return (EIRR) of the homogeneous road sections for optimum upgrading. The above evaluation has been based on various surveys and investigations carried out during the course of the study and these include traffic, topography, pavement condition, inventory and condition of road/structures and material investigations. Special attention has been given to maximize the use of existing pavement and available land and use of local resources. Beside, due care is also taken to ensure use of modern construction technology to achieve the desired quality and performance requirements and attain the intended level of service for the next 15 years.
0.3 Project Development Descriptions 0.3.1 General
The project road NH-235, starts from Meerut Town (Km. 0+000) and ends at Bulandshahr town (Km. 66+482). Project road section traverses through three districts of the Uttar Pradesh, viz. Meerut, Ghaziabad and Bulandshahr. The nodal towns on the stretches are Meerut, Hapur, Gulathi and Bulandshahr. The project was initially conceived and awarded to prepare detailed project report for upgradation and rehabilitation of Meerut – Bulandshahr section of NH-235 to 2-lane with paved shoulder configuration. However, traffic survey and analysis reveals that currently between Meerut to Hapur the total traffic volume is 23713 PCU while between Hapur to Bulandshahr total traffic volume is 24171 PCU, which as per Clause 2.16 of IRC: SP: 73-2007 exceeds the capacity of 2lane+Paved Shoulder configuration and is due for 4laning with level of service “B” as per Clause 2.17 of IRC: SP: 84-2009. Both MORT&H and NHAI officials were made aware of this scenario in the meeting held at MORT&H on 10th September 2010 and the officials agreed in principle to prepare the Draft and Final Feasibility Report based on proposed development of the highway on 4-lane configuration. The same was further corroborated by NHAI in the meeting held at NHAI on 14th September 2010. On receipt of the comment on the Draft Feasibility Report dated 9th October and subsequent meeting held with the Project Director, Meerut, all the suggestion was addressed and accordingly Final Feasibility Report was submitted on 25th October 2010. From km 0+000 to km 7+469 the existing project road has four-lane with divided carriageway configuration inside the Meerut town and hence, the development proposal for the Meerut-
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Scott Wilson 0 - 2 January 2011
Bulandshahr section of NH-235 is framed with the concept of 4-lane configuration highway from km 7+469 onwards. A summary of the project corridor is given in Table 0.1
Table 0.1: Project Length
Sl. No.
Existing Chainage (km)
Existing Length (km)
Design Chainage (km) Design Length (km)
Remark From To From To
1 0+000 7+469 7.469 - - - Out of project scope, inside Meerut town
2 7+469 66+482 59.013 7+469 73+512 66.043
Length for improvement 62.521 km & 3.522 km of
existing Hapur Bypass (NH-24)
followed
2 66+482
proposed junction of new Bulandshahr Bypass (NH-
91)
2.000 73+512
proposed junction of new Bulandshahr Bypass (NH-
91)
2.000
Maintenance of existing 2-lane road
approximate length is 2.0 km includes 140m
long existing twin bridge on Upper Ganga Canal)
0.3.2 District and Nodal Towns on the Project Road
Project road section traverses through three districts of the Uttar Pradesh, namely Meerut, Ghaziabad and Bulandsahar. The nodal towns / villages on the stretches are Meerut, Phaphunda, Kharkauda, Kaili, Hapur, Gulaothi and Bulandshahr.
0.3.3 Existing Carriageway and Roadway Width The project road section is having carriageway width configuration of 7m to 14m, while the formation width varies from 10m to 15m. At few locations formation width is around 25 to 30 metre. The summary of the lane configuration for the entire stretch is given in Table 0.2.
Table 0.2: Lane configuration along the project stretch
Chainage (Km) Length (Km) CW Width (m) Lane Configuration
From To
0+000 7+469 7+469 14.0 2x2 Lane with 1m median
7+469 25+500 18.031 10.0 2 Lane with PS
25+500 66+482 40.892 7.0 2 Lane
Length of 4- lane section : 7.469km Length of 2- lane with PS section : 18.031km Length of 2- lane section : 40.982km
0.3.4 Right of way (ROW)
There is no road boundary pillar along the road. As per the record from the department, average existing Road Way width is around 35 meter. The proposed ROW for the project is as per
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of UP: Meerut –Bulandshahr Section ( NH-235) Executive Summary
Scott Wilson 0 - 3 January 2011
Table 0.3 below.
Table 0.3: Proposed Right of Way along the project stretch
Sl. No. Design Chainage Proposed Length (m)
Proposed ROW (m)
Remarks From To
1 7+469 9+500 2031.0 60 2 9+500 12+100 2600.0 45 Alipur 3
12+100 14+800 2700.0 60 Phaphunda
Bypass 4 14+800 17+700 2900.0 60 5
17+700 20+900 3200.0 60 Kharkhauda
Bypass 6 20+900 23+400 2500.0 60 7 23+400 27+100 3700.0 60 Hapur Bypass 8 27+100 35+400 8300.0 60 Hapur Bypass 9
35+400 38+930 3530.0 - Existing
Hapur Bypass on NH-24
10
38+930 39+299 369.0 60
Slip Road on Ex. Hapur Bypass on
NH-24 11 39+299 39+966 667.0 45 Sadikpur 12 39+966 43+200 3234.0 60 13 43+200 44+150 950.0 45 Padao 14 44+150 47+600 3450.0 60 15
47+600 48+200 600.0 180 Toll Plaza location
16 48+200 49+800 1600.0 60 17 49+800 53+100 3300.0 60 18 53+100 57+250 4150.0 60 19 57+250 58+130 880.0 45 Jindal Factory 20 58+130 68+000 9870.0 60 21 68+000 68+400 400.0 45 Jainpur 22 68+400 73+512 5112.0 60
0.3.5 Traffic Volume The summary of the average annual daily traffic for the project stretch is given in Table 0.4.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of UP: Meerut –Bulandshahr Section ( NH-235) Executive Summary
Scott Wilson 0 - 4 January 2011
Table 0.4: Annual Average Daily Traffic (AADT)
Vehicle Type Location Kharkhauda (km 18+000)
Padau (km 39/000)
Passenger Cars 4857 4494 Utility Vehicle (Jeep, Van) 236 87 Two Wheeler 6042 4398 Three Wheelers 400 152 Other Passenger Vehicles 0 0 Minibus 61 47 Standard Buses 691 658 Tempo/ LCV 1058 1344 2-Axle Truck 1119 1706 3-Axle Truck 1522 1659 Multi Axle Vehicles 164 180 Tractors 231 217 HEM / EMV 18 13 Bycycles 820 417 Cycle Rickshaw 174 88 Hand/ Animal Cart 149 140 Total Exempted Ambulance/ Police/ Military/ VIP 4 5
Police/ Military Buses 0 0 Police/ Military Trucks 2 2
Total Vehicles Motorised Traffic 16405 14963 Non Motorised Traffic 1143 646 Total 17549 15609
Total PCUs Motorised Traffic 22060 22945 Non Motorised Traffic 1654 1227 Total 23713 24172
Tollable Traffic Vehicles 9726 10189 PCUs 17589 19607
Non Tollable Traffic Vehicles 7822 5420 PCUs 6124 4565
0.3.6 Proposed Developmental Plan/Construction features are summarised below:- a) 4 lane divided carriageway with 3.5m wide lane width, 1.5m wide paved shoulder and 2.0m
earthen shoulder. In each direction 2-lane carriageway is divided by 4.5 m wide median, thereby totalling the roadway width to 26.0m. At selected urban stretches the median width is reduced to 1.5m to maximize the utilisation of available land. To facilitate local traffic and pedestrian movements the paved shoulder is increased to 2.0m and 1.5m wide footpath provided on both sides at theses stretches
b) Widening scheme can be summarised as given in Table 0.5.
Table 0.5: Widening Scheme Length
Description Design Length
( in m) 4-lane Eccentric Widening in rural stretches 23283 4-lane Eccentric Widening in rural stretches with 8m wide 7250
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of UP: Meerut –Bulandshahr Section ( NH-235) Executive Summary
Scott Wilson 0 - 5 January 2011
Description Design Length
( in m) median 4-lane Eccentric Widening in Built-up stretches 395 4-lane Concentric Widening in restricted ROW stretches 840 4-lane Concentric Widening in built-up stretches having restricted ROW
450
4-lane Concentric Widening with functional overlay over existing pavement
4400
4-lane Bypass / Realignment 25903 Total 62521
Length of existing Hapur Bypass to be used as a part of this project, which has been kept out of the scope of
development proposal of this project3522
Total Project Length 66043
0.3.7 Proposed Bypass Sections The existing section of NH-235 from Meerut to Bulandshahr passes through number of town and villages. In general, bypasses are proposed where section of the road passes through heavily built-up area on both side, with insufficient land width, where improvement of the existing road catering to desired standards will involve considerable resettlement and rehabilitation measures. Based on the reconnaissance carried out by consultant and subsequent site visit with NHAI officials bypass is recommended for the Hapur town. Gulaothi town also the available width between the building lines is not sufficient to accommodate a four lane highway with service road. Therefore, a bypass for Gulaothi town is also proposed. Summary of bypass locations and length of each bypass is given in Table 0.6.
Table 0.6: Proposed of Bypass Locations
Sl. No.
Bypass Location
Existing Chainage (km) Design Chainage (km)
From To Length (Km)
From To Length (Km)
Remarks
1 Phapunda
Bypass 12+100 14+350 2.25 12+100 14+800 2.70
Survey Length may vary after the topographic
Survey
2 Kharkhuda
Bypass 17+250 20+250 3.00 17+700 20+900 3.20
3 Hapur Bypass
22+750 34+171 11.42
23+400 34+600
15.95
12.428 km Proposed Bypass
3.522 km Existing Hapur Bypass of NH-24 to be
used as a part of this project
34+600 35+456 Widening of 1.228km of existing slip road of
flyover & VUP on Hapur Bypass of NH-24
38+978 39+350
4 Gulaothi Bypass
44+650 50+500 5.9 49+800 57+375 7.575
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0.3.8 Pavement Composition
Pavement composition thicknesses were designed for widening, reconstruction and new construction section as per IRC: 37-2001. For strengthening of existing flexible road pavement, overlay thickness were established as per IRC: 81-1997. At Toll plaza locations provision of rigid pavement is given and pavement composition were established as per IRC: 58-2000.
a) Widening and strengthening of NH-235 between existing km 7+469 to km 25+500 has been
taken up by PWD, NH Division, Bulandshahr and completed by month of April 2011. Therefore, no improvement to the existing pavement in this stretch is proposed in the eccentric widening sections. However a functional overlay of 50mm thick BC layer is proposed on the existing pavement before opening to traffic.
b) Pavement composition for flexible road pavement for Widening and New construction
sections is given in Table 0.7 and Table 0.8.
Table 0.7: Flexible Pavement Thickness for Pavement widening portion
Design Chainage (km)
Design Traffic
CB
R o
f S
ub
grad
e (%
) Pavement Thickness (mm)
Remarks
Designed for 10 years
Designed for 15 years
Total (mm)
From To 10
Year (MSA)
15 Year
(MSA)
Wearing Course (mm)
Binder Course (mm)
Base (mm)
Sub-base (mm)
39+150 62+040 63 108 6 40 (BC) 135
(DBM)250 260 685
Existing ground to be checked for
suitability and loosened,
recomputed to desire
MDD
62+040 73+512 63 108 7 40 (BC) 130
(DBM)250 230 620
Table 0.8: Flexible Pavement Thickness for New Pavement and Reconstruction stretch
Design Chainage (km) Design Traffic CBR of Subgrade
Pavement Thickness (mm) Designed for 10
years Designed for
15 years Total(mm)From To 10
Year (MSA)
15 Year
(MSA)
(%) Wearing Course (mm)
Binder Course (mm)
Base (mm)
Sub-base (mm)
7+469 35+456 52 89 7 40 125 250 230 645 35+456 38+978 No Improvement is proposed for existing Hapur Bypass of NH-24 38+978 73+512 63 108 7 40 130 250 230 650
c) Pavement composition thickness for strengthening of flexible road pavement for overlay
sections is given in Table 0.9.
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Table 0.9: Proposed Overlay Thicknesses for existing lane Design
Chainage (km)Length
(m) Average
Characteristic Deflection (mm)
Design Traffic for
10years (MSA)
Thickness in BM (mm)
Thickness in term of
BC/DBM (mm)
Overlay Portion (mm)
From To BC DBM39+350 49+800 10450 0.818 63 68 48 40 50 49+800 58+215 8415 0.902 63 88 62 40 50 58+215 73+512 15297 0.853 63 76 54 40 50
d) Pavement composition thickness for rigid pavements at Toll plaza locations is given in
Table 0.10.
Table 0.10: Rigid Pavement Composition at Toll Plaza
Material Type Thickness (mm) Pavement Quality Concrete (M-40) 300
Dry Lean Concrete (M-10) 150 Granular Sub-base 150
Subgrade 500
0.3.9 Junction Improvement
There are existing 6 major, 68 minor junctions and 10 new major junctions will be evolved due to the proposal of bypasses. Cross roads with paved carriageway are only considered for development of the junction. The major junctions forming with National Highways, State highways and District roads are listed in Table 0.11.
Table 0.11: Junction Improvement proposal
Sl. No
Existing Chainage
(km)
Design
Chainage (km)
Type
Cross Road
Remark Side Leading to
1 7+469 7+469 LHS City Road
Start Point of Project RHS Existing Meerut
bypass road
2* 12+200 12+200
LHS Phaphunda At start of proposed Phaphunda Bypass
3* 14+250 14+700
LHS Phaphunda At end of Proposed Phaphunda Bypass
4* 17+350 17+800
LHS Kharkhauda At start of proposed Kharkhauda bypass
5* 20+145 20+800
LHS Kharkhauda At end of Proposed Kharkhauda Bypass
6* 22+900 23+500 Straight To Hapur New Junction at start of
proposed Hapur bypass Left Hapur bypass
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Sl. No
Existing Chainage
(km)
Design
Chainage (km)
Type
Cross Road
Remark Side Leading to
7* --- 34+600 LHS Moradabad
NH-24 bypass RHS Delhi
8 44+800 49+900
RHS Gulaothi At the start of Proposed
Gulaothi Bypass
9 49+200 57+000
RHS Gulaothi At the end of Proposed
Gulaothi Bypass
10
66+482 73+512
LHS
NH-235 /Bulandshahr
End of Project Road
RHS NH-91/Delhi
Minor Intersections
Sl. No. Design Chainage Junction Type (Cross(X)/T or
Y type Side
1 7+469 X LHS &RHS
2 7+970 T RHS
3 8+524 T RHS
4 9+328 T LHS
5 9+465 T RHS
6 9+600 T LHS
7 10+325 T LHS
8 12+180 T LHS
9 12+880 X LHS &RHS
10 14+050 X LHS &RHS
11 14+620 T LHS
12 16+810 T RHS
13 17+780 T LHS
14 18+270 X LHS &RHS
15 18+500 X LHS &RHS
16 20+790 X LHS &RHS
17 21+055 T LHS
18 21+180 X LHS &RHS
19 21+500 X LHS &RHS
20 21+770 T LHS
21 22+290 T RHS
22 23+580 T LHS
23 23+810 X LHS &RHS
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Scott Wilson 0 - 9 January 2011
Sl. No. Design Chainage Junction Type (Cross(X)/T or
Y type Side
24 39+300 X LHS &RHS
25 39+940 T LHS
26 40+660 T LHS
27 40+865 T RHS
28 40+885 T LHS
29 41+000 T RHS
30 41+150 T LHS
31 41+270 T RHS
32 41+770 T RHS
33 42+000 T RHS
34 42+400 T LHS
35 42+995 T LHS
36 43+600 T LHS
37 44+030 T RHS
38 45+180 T RHS
39 46+150 T LHS
40 46+425 T RHS
41 48+295 X LHS &RHS
42 48+635 T LHS
43 48+865 T LHS
44 49+340 T LHS
45 49+360 T RHS
46 58+000 X LHS &RHS
47 58+100 T LHS
48 58+360 T RHS
49 59+470 T RHS
50 59+575 T LHS
51 61+450 X LHS &RHS
52 63+495 T LHS
53 63+620 T RHS
54 64+400 T RHS
55 64+700 T RHS
56 65+140 T RHS
57 66+475 T RHS
58 67+000 T LHS
59 68+155 X LHS &RHS
60 68+460 T LHS
61 69+070 X LHS &RHS
62 69+350 T RHS
63 69+410 T LHS
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Sl. No. Design Chainage Junction Type (Cross(X)/T or
Y type Side
64 70+840 T RHS
65 72+000 T RHS
66 72+650 T RHS
67 73+165 T LHS
68 73+437 X LHS &RHS Above junctions to be developed as per the IRC / Ministry Design Standards
0.3.10 Proposal of Bridges, Culverts and other Structures
a) Major & Minor Bridges
There are total 7 bridges on this route. Out of these, one is a Major Bridge and the remaining six are minor bridges. The requirement / possibility of widening and reconstruction of the existing bridges has been checked based on the following criteria If the width of additional widening is 1.0m (0.5 m on each side) or less, the widening of the
structure may be dispensed with and traffic shall be guided with the help of crash barriers in a transition of 1 in 20 on either side approaches.
All existing bridges which are structurally distressed shall be reconstructed as new bridge All existing brick arch bridge shall be dismantled and replaced by a new bridge The development proposal for all the bridges is tabulated in Table 0.12.
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Table 0.12: Summary of Development of Bridges
Sl. No.
Existing Chainage
(Km.)
Design Chainage
(km)
Type of Structure
Span (m)No of Span x
Effective SpanL
Carriageway Width
( m )
Total Width( m )
Type of Bridge
Remark Proposal for Bridges
1 36 + 570 41+615 Minor Bridge 4 x 8.5 6.40 8.40 Brick Arch Condition
of bridge is very poor
Existing Bridge will be abandoned and a new 2x12m wide bridge parallel to existing one with
2 x 17m is proposed (RCC T-beam).
2 40 + 545 45+665 Major Bridge 3 x 25.0 7.60 10.5 RCC Girder
and Slab
Minor repair is required
Existing Bridge will be retained and a new 12m wide bridge parallel to existing one with
span configuration of 3 x 25.0m.
3 41 + 590 46+630 Minor Bridge 3 x 10.0 7.20 9.20 Brick Arch Condition
of bridge is very poor
Existing Bridge will be abandoned and a new 2x12m wide bridge parallel to existing one with span configuration of 2 x 17.0m (RCC T-beam).
4 - 52+215 Minor Bridge 1 x 15.0 (SK) 11.0 2x12.0 RCC T-Beam New
New Bridge across Canal on Gulaothi Bypass (2x12m wide)
5 - 53+478 Minor Bridge
1 x 20.0 (SK) 11.0 2x12.0PSC/RCC T-
beam New
6 - 56+788 Minor Bridge
1 x 20.0 (SK) 11.0 2x12.0PSC/RCC T-
beam New
7 58 + 610 65+602 Minor Bridge 4 x 2.50 9.80 11.80 RCC Slab Minor
repair is required
Existing Bridge will be retained and a new 12m wide bridge parallel to existing one with span
configuration of 2 x 5m (Box cell).
8 58 + 640 65+632 Minor Bridge 1 x 20.0 7.40 10.40 RCC Girder
and Slab
Minor repair is required
Existing Bridge will be retained and a new 12m wide bridge parallel to existing one with span
configuration of 1 x 25.0m.
9 60 + 915 67+912 Minor Bridge 3 x 2.8 8.40 9.40 Brick Arch Condition
of bridge is very poor
Existing bridge will be replaced by a new 12m wide bridge at the same location with span
configuration of 2x 5.0m. and another new 12m wide bridge near the existing one with span
configuration of 2x5.0m (Box cell).
10 62 + 460 69+432 Minor Bridge 3 x 3.0 7.80 9.40 RCC Slab
Skew ( 51°)Minor
repair is required
Existing Bridge will be retained and a new 12m wide bridge with 1 x 7.0m (Box cell) after
realignment of the existing canal which currently has a skew angle 81°.
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b) Culverts There are total 67 existing culverts in the proposed road corridor. A summary of the proposal is given in Table 0.13.
Table 0.13: Summary of Development of Culverts
Type of Culvert
Number of Culverts and Condition
Reconstruction Widening New Construction
Hume Pipe 15 1 24
RCC Slab 12
Brick Arch 4 by RCC slab
Total 19 13 24
35 number of culvert on the existing road is not considered for any development proposal, as these culvert locations are bypassed, Realigned or in the section of out of project scope.
c) ROB at Railway line crossing
The project road crosses railway tracks at 2 locations inside the Hapur town and construction of ROB is under progress for these two railway crossings. As Hapur town has been bypassed, therefore no improvement proposal has been made inside the Hapur town. However, the proposed Hapur bypass crosses the Railway line at one location at 31+600 (Design Chainage). The crossing has been grade separated by a ROB. The improvement proposal for the railway crossings is presented in Table 0.14
Table 0.14: List of Railway Crossing on the Project Road Section
Sl. No.
Existing Chainage
(km)
Design Chainage
(km)
Number of
Tracks/ Type
Development Proposal
Bridge Type
Over all
Width
Span arrangement
(Nos x length), m
Remark
Existing ROBs
1 29 + 900 Hapur Bypass
One/ Broad Gauge
ROB under construction Section
Bypassed No improvement
2 30 + 400 Hapur Bypass
Two/ Broad Gauge
ROB under construction Section
Bypassed No improvement
Proposed ROBs
1 -- 31+600 Two/ Broad Gauge
New ROB
PSC Girder or
Composite Steel
Girder
2 x 12.0m
2 x 36.0 (SK) On Proposed
Hapur bypass
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d) Proposal for VUP and PUP Structural details of the proposed Vehicle Underpass (VUP) and Pedestrian Underpass (PUP) / Cattle Underpass (CUP) structures are given in Table 0.15 and Table 0.16.
Table 0.15: Existing and Proposed VUP
a) Details of Proposed New Vehicular Underpasses
Sl No.
Existing Chainage
(Km)
Design Chainage
(Km)
Name of Intersecting
Roads
Proposed structural
configuration
Proposed Structure
type
Structure Dimension
(m) No.xLxH
Over all
width in m
1 Bypass 28+148 State
Highway to Modinagar
Double span Box type structure
RCC Box Type
2x12x5.5 27.5
2 Bypass 51+644 MDR to Dhaluna
Double span Box type structure
RCC Box Type
2x12x5.5 27.5
3 Bypass 54+778 Road to
Sikandrabad
Double span Box type structure
RCC Box Type
2x12x5.5 27.5
b) Details of Existing Vehicular Underpasses
Sl No.
Existing Chainage (Km)
Design Chainage (Km)
Structure Dimension
(m) No.x Lx H
Name of Intersecting Roads
Remark
1 34+171 39+150 2x10.5x5.5 NH-24
Existing VUP Retained/
Improvement of slip road
Table 0.16: Existing and Proposed PUP /CUP
Sl. No.
Existing Chainage
(Km)
Design Chainage
(Km)
Name of Intersecting
Roads
Proposed structural
configuration
Proposed Structure
type
Proposed Span
arrangement No. x Lx H
Overall Width
1 Hapur Bypass
26+682 VR Single span
Box type structure
RCC Box Type
1 x 7 x 3.5 27.5
2 Hapur Bypass
30+540 VR Single span
Box type structure
RCC Box Type
1 x 7 x 3.5 27.5
3 Gulaothi Bypass
52+795 VR Single span
Box type structure
RCC Box Type
1 x 7 x 3.5 27.5
4 Gulaothi Bypass
53+582 VR Single span
Box type structure
RCC Box Type
1 x 7 x 3.5 27.5
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Scott Wilson 0 - 14 January 2011
0.3.11 Toll Plaza
Location of toll plazas has been proposed based on the traffic dispersal pattern at the respective homogenous sections, road geometry and vertical profile of the road and the surrounding area. The location and details of the toll plaza is given in Table 0.17.
Table 0.17: Details Toll Plaza
Sl. No Toll Plaza Location
Remark Existing Chainage
(km) Design Chainage
(km)
1 42+876 47+900 One section from Project Start to
Project End
0.3.12 Total Cost of the Project as assessed at this stage is given in Table 0.18 Meerut (at Km 7.469) to Bulandshahr (at km 66.482) Section of NH-235 in the state of Uttar Pradesh to 4-lane configuration (Project length = 66.043 km) Length of existing Hapur Bypass to be used as a part of this project, which has been kept out of the scope of development proposal of this project (Length 3.522km)
Table 0.18: Abstract Project Cost (Design length = 62.521 km)
Sl. No.
Description Amount in Rs. Amount in
Crores
A Civil Works 62.521 62.521
1 Site Clearance & Dismantling 11,642,094 1.16
2 Earth work 574,000,636 57.40
3 Base & Sub-base courses 920,928,178 92.09
4 Bituminous works 1,275,628,236 127.56
5 Culverts 74,590,384 7.46
6 Structures i.e. Bridges, ROB,VUPs and PUP
628,312,441 62.83
7 Drainage & Protection works 72,170,621 7.22
8 Traffic Signs and Road Appurtenances 113,814,738 11.38
9 Truck lay-bye & Bus bay with shelters 22,183,406 2.22
10 Toll Plaza & Junctions 165,178,653 16.52
11 Repair & Maintenance work 44,176,442 4.42
12 Miscellaneous items 76,110,480 7.61
Total Civil Works
(based on SOR 2009-10) 3,978,736,311 397.87
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of UP: Meerut –Bulandshahr Section ( NH-235) Executive Summary
Scott Wilson 0 - 15 January 2011
Sl. No.
Description Amount in Rs. Amount in
Crores
Updated cost of civil works at level
2010-11 with 5% escalation 4,177,673,126 417.77
Per km Civil works cost 66,820,318 6.68
14 Contingencies @ 3% on civil work 125,330,194 12.53
15 Charges for Independent Engineer @ 1% of (14+15)
43,030,033 4.30
Total Cost 4,346,033,353 434.60
B Non-Civil Works
16 Budget for EMP 76489000 7.65
17 Resettlement and Land Acquisition cost 707020000 70.70
18 Utility Relocation 52,080,000 5.21
Total Non Civil Works 835,589,000 83.56
Total Cost (A+B) 5,181,622,353 518.16
Cost Per Km 82,878,111 8.29
Chapter – 1 Overview of NHAI
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Scott Wilson 1 - 1 October 2010
1.0 OVERVIEW OF NHAI 1.1 NHAI Establishment
The National Highways Authority of India was constituted by an act of Parliament, “the National Highways Authority of India, 1988”. It is responsible for the development, maintenance and management of National Highways entrusted to it and for matters connected or incidental thereto. The Authority was operationalized in February 1995 with the appointment of full time Chairman and other Members.
1.2 NHAI Mandate
1. Primary mandate is time and cost bound implementation of National Highways Development Project (NHDP) through host of funding options including from external multilateral agencies like World Bank, Asian Development Bank, JBIC etc. Work mainly comprises of strengthening and 4/6 laning of high-density corridors around 13,146 kms.
The components are:
Golden Quadrilateral – 5,846 kms connecting Delhi-Kolkata-Chennai-Mumbai. North-South-East-West Corridor – 7,300 kms connecting Kashmir to Kanyakumari and
Silchar to Porbandhar.
2. Providing Road connectivity to major ports. 3. Involving the private sector in financing the construction, maintenance and operation of
National Highways and wayside amenities. 4. Improvement, maintenance and augmentation of the existing National Highways network. 5. Implementation of road safety measures and environmental management. 6. Introducing Information Technology in Construction, maintenance and all operation of
NHAI. 1.2.1 NHAI Organization
A full time Chairman heads NHAI. Member Finance, Member Administration, Member Technical head their respective departments and report to the Chairman. A detailed organization chart of NHAI is given in Figure 1.1.
1.2.2 National Highway Development Program (NHDP)
The National Highways have a total length of 66,590 km to serve as the arterial network of the country. The development of National Highways is the responsibility of the Government of India. The Government of India has launched major initiatives to upgrade and strengthen National Highways through various phases of National Highways Development Project (NHDP) presented in Figure 1.2. National Highway Development Program is envisaged to plan, design and construct a network of world class highways to support the economic growth of the country. Infrastructure in India has been found to be a bottleneck/speed breaker for the trade and business, poverty alleviation and economic growth of the country. Advantages of providing well developed network of highways are as follows:
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Scott Wilson 1 - 2 October 2010
Savings in vehicles operating costs by reduced fuel consumption and maintenance costs Travel time savings by faster and comfortable journeys Safer travel Benefits to trade especially in movement of perishable goods. Reduce demographic shift to urban areas Poverty alleviation and all round development of areas
NHDP’s focus is on developing International standard roads with facilities for uninterrupted flow of traffic with:
Enhanced safety features Better Riding Surface Better Traffic Management and Noticeable Signage Divided carriageways and service roads Grade separators Over bridges and Underpasses Bypasses Wayside amenities
National Highways Development Project is being implemented in 6 phases, which are briefly as under:
NHDP Phase I : NHDP Phase I was approved by Cabinet Committee on Economic Affairs (CCEA) in December 2000 at an estimated cost of Rs. 30,000 crores comprises mostly of GQ (5,846 km) and NS-EW Corridor (981 km), port connectivity (356 km) and others (315 km).
NHDP Phase II : NHDP Phase II was approved by CCEA in December 2003 at an estimated cost of Rs. 34,339 crores (2002 prices) comprises mostly NS-EW Corridor (6,161 km) and other National Highways of 486 km length, the total length being 6,647 km. The total length of Phase II is 6,647 km.
NHDP Phase III : Government approved on 5.3.2005 upgradation and 4 laning of 4,035 km of National Highways on BOT basis at an estimated cost of Rs. 22,207 crores (2004 prices). Government approved in April 2007 upgradation and 4 laning at 8074 km at an estimated cost of Rs. 54,339 crores.
NHDP Phase IV : With a view to providing balanced and equitable distribution of the improved/widened highways network throughout the country, NHDP-IV envisages upgradation of 20,000 kms of such highways into two-lane highways, at an indicative cost of Rs.27,800 crore. This will ensure that their capacity, speed and safety match minimum benchmarks for national highways.
NHDP Phase V : CCEA has approved on 5.10.2006 six laning of 6,500 km of existing 4 lane highways under NHDP Phase V (on DBFO basis). Six laning of 6,500 km includes 5,700 km of GQ and other stretches.
NHDP Phase VI : CCEA has approved on November 2006 for 1000 km of expressways at an estimated cost of Rs. 16680 crores.
Finance Mechanisms: NHAI proposes to finance its projects by a host of financing mechanisms. Some of them are as follows:
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Scott Wilson 1 - 3 October 2010
1. The Government of India – Budgetary Allocation
In a historic decision, the Government of India introduced a Cess on both Petrol and Diesel. This amount at that time (at 1999 prices) came to a total of approximately Rs. 2,000 crores per annum. Further, Parliament decreed that the fund so collected were to be put aside in a Central Road Fund (CEF) for exclusive utilization for the development of a modern road network. The developmental work that it could be tapped to fund, and the agencies to whom it was available were clearly defined as:
Construction and Maintenance of State Highways by State Governments Development of Rural Roads by State Governments Construction of Rail Over Bridges by Indian Railways. Construction and Maintenance of National Highways by NHDP and Ministry of Road
Transport & Highways.
Today, the Cess contributes between Rs. 5 to 6 Thousand crores per annum towards NHDP.
2. Loan Assistance from International Funding Agencies
Loan assistance is available from multilateral development agencies like Asian Development Bank and World Bank or Other overseas lending agencies like Japanese Bank of International Co-operation.
3. Market Borrowing
NHAI proposes to tap the market by securities cess receipts.
4. Private Sector Participation
Major policy initiatives have been taken by the Government to attract foreign as well as domestic private investments. To promote involvement of the private sector in construction and maintenance of National Highways, Projects are offered on Build, Operate and Transfer (BOT) basis to private agencies. After the concession period, which can range up to 30 years, this road is transferred back to NHAI by the Concessionaires. NHAI funds are also leveraged by the setting up of Special Purpose Vehicles (SPVs). The SPVs borrow funds and repay these through toll revenues in the future. Some more models have emerged for better leveraging of funds available with NHAI such as Annuity, which is a variant of BOT model.
1.2.3 Government Policy Initiatives Policy Initiatives for Attracting Private Investment
Government will carry out all preparatory work including land acquisition and utility removal. Right of Way (ROW) to be made available to concessionaires free from all encumbrances.
NHAI / GOI to provide capital grant up to 40% of project cost to enhance viability on a case to case basis.
100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed of in 20 years.
Concession period allowed up to 30 years. Arbitration and Conciliation Act 1996 based on UNICITRAL provisions In BOT projects entrepreneur are allowed to collect and retain tolls Duty free import of specified modern high capacity equipment for highway construction
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Scott Wilson 1 - 4 October 2010
Figure 1.1: Organisation Chart of NHAI
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Scott Wilson 1 - 5 October 2010
Figure 1.2 : National Highways Development Project Phase-I, II & III
Chapter – 2 Project Road Descriptions
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 1 October 2010
2.0 PROJECT ROAD DESCRIPTIONS 2.1 General
The project road NH-235, starts from Meerut Town (Km. 0+000) and ends at Bulandshahr town (Km. 66+482). Project road section traverses through three districts of the Uttar Pradesh, namely Meerut, Ghaziabad and Bulandshahr. The nodal towns on the stretches are Meerut, Hapur, Gulaothi and Bulandshahr. The Project Location Map is shown in Figure 2.1.
2.2 Project Background
With a view to providing balanced and equitable distribution of the improved/widened highways network throughout the country, NHDP-IV envisages upgradation of 20,000 kms of such highways into two-lane highways, at an indicative cost of Rs.27,800 crore. This will ensure that their capacity, speed and safety match minimum benchmarks for national highways.
The work for consultancy services for Preparation of Detailed Project report for rehabilitation and upgradation of National Highway stretches under NHDP – IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] in the state of Uttar Pradesh has been awarded to M/s. Scott Wilson India Private Limited, vide National Highways Authority of India (NHAI) letter no. NHAI/Coord./4/2009/10467 dated on 12th March 2010. In line with Terms of references (TOR) the Final Feasibility Report is being submitted.
The main objective of this Consultancy Service is to establish the technical and economical viability of the project and prepare feasibility cum detailed project reports for rehabilitation and upgradation of the existing Meerut to Bulandshahr Section of NH-235 in the state of Uttar Pradesh to 4-lane with paved shoulders configuration with provision of capacity augmentation.
2.3 Study of Project Corridor
The consultant's team during their several site visits have collected field data to understand the project and its constraints which has been subsequently used to formulate the project improvement/ development proposals. The salient existing features of the project are discussed in the subsequent paragraphs to give an overview of the project corridor. The proper understanding of the existing project features and constraints form the basis of the design proposals to follow. The project features discussed are as follows:
Terrain and Land use Climatic Conditions Physiographic Features Geological Features Existing Roadway Right of Way Cross-Drainage Structures Highway Geometrics Pavement Condition Major Developments Cross-road and Junctions Drainage Condition Railway Crossings Utility Lines Environmental and Social Status Alternate Routes
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 2 October 2010
Figure 2.1: Project Location Map
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 3 October 2010
2.3.1 Terrain and Land use
The project road traverses fully through plain terrain. While classifying a terrain, short isolated stretches of varying terrain is not taken into consideration. The predominant length of the project road passes through agricultural areas with predominance of rural settlements alongside of the road. The percentage distribution of land use is 10%, 43% & 47% for Semi Built-up, Built-up, and agricultural respectively.
2.3.2 Climatic Conditions
ANNUAL TEMPERATURE: The spatial distribution of annual mean temperature in Uttar Pradesh shows a gradual decrease in the mean value from south to north because of the increasing distance from the tropic of Cancer which passes through Madhya Pradesh touching the southern tip of Uttar Pradesh.
All isopleths are latitudinal following the boundaries of relief regions of the state. Temperature gradient is low in the plain but increase towards the north with the rise of elevation. A major part of the state comes under the temperature zone of 250 C and above whereas the northern portions of Uttar Pradesh remains below 250 C.
From March to May there is sharp rise in the mean temperature (Lucknow: mean monthly temperature in March shows 24.60 C and in May 33.90C) while the central and western Uttar Pradesh (including Bundelkhand) experience spells of heat waves. But with the burst of summer monsoon in June, the mean temperature declines sharply. In the month of September there is a slight rise in temperature which again shows a downward trend from October to January, the coldest month of the year.
Uttar Pradesh enjoys a tropical monsoon climate. January is the coldest month for the state as a whole. Isotherm lines are almost parallel. May is the hottest month of the state as a whole but July is the typical month of south-western monsoon. During the cold season, particularly in January, the cold waves sweep over the whole Ganga plain. They generally accompany the winter depression.
ANNUAL RAINFALL:
Uttar Pradesh, the landlocked state of India with an area of 2, 40,928 sq km is blessed with a plenty of rainfall almost throughout the state. The Tropic of Cancer passes through the southern part of the state touching the tip of Mirzapur district. The state is away from the Bay of Bengal by 625 km and by 800 km from the Arabian Sea. Uttar Pradesh can broadly be divided into two parts –the southern hills and the Ganga plain. The vast expanse of the state, both in the north-south and the east-west shows appreciable annual and spatial variations of rainfall.
On the plain, the rainfall amount received is below 1200mm. It decreases from east to west as recorded in Gorakhpur(1250mm), Basti (1200mm), Faizabad(1050mm), Lucknow (1010mm), Hordoi (970mm), Etah ( 780mm), Agar(770mm) and Mathura(540mm). The annual rainfall and mean temperature conditions of the state of Uttar Pradesh are pictorially shown in Figure 2.2 and Figure 2.3, respectively.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 4 October 2010
Figure 2.2 : Mean Temperature of the state of Uttar Pradesh
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 5 October 2010
Figure 2.3 : Annual Rainfall of the state of Uttar Pradesh
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 6 October 2010
2.3.3 Existing Carriageway Width
The road inventory survey was carried out during the first half of May 2010 and the configuration discussed in this paragraph pertains to the roadway configuration till that period.
The roadway for the entire stretch consists generally of the following configuration:
Chainage (Km) Length (Km) CW Width (m) Lane Configuration
From To
0+000 7+469 7+469 14.0 2x2 Lane with 1m median
7+469 25+500 18.031 10.0 2 Lane with PS
25+500 66+482 40.892 7.0 2 Lane
Length of 4- lane section : 7.469km Length of 2- lane with PS section : 18.031km Length of 2- lane section : 40.982km
2.3.4 Existing Right of Way
The project road does not have any ROW pillars to demark the existing right of way width on ground. Even the PWD office does not have the record for authentic road land width of the road. Collection of village maps from the Revenue Department is ongoing, after getting the village maps, exact width of the road land available as per govt. record can be ascertain.
2.3.5 Cross Drainage Structures
The project road has sufficient cross-drainage structures consisting of culverts, major and minor bridges along the corridor. The condition of most of the culverts is fair and hence they require only minor/major repairs, whereas the condition of the bridges is fair and they need application of minor repairs only.
There are 6 Minor Bridges, 1 Major Bridge and 67 culverts in the project stretch between Meerut to Bulandshahr.
The existing culverts are of the following type: Pipes RCC Slab Brick Arch
The summarised details of the existing cross drainage structures are given in Table 2.1.
Table 2.1: Summarised Details of Cross Drainage Structures
Type of Structure Numbers
Cu
lver
t
Pipe Culvert (Total) 43 Pipe Dia < 0.9 m 24 Pipe Dia ≥ 0.9 m 19 Arch Culvert (Brick) 4 Slab Culvert 20
Total Culverts 67
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 7 October 2010
Type of Structure Numbers
Bri
dge
Minor Bridge 6
Carriageway <7.00m 3
Carriageway ≥7.00m & <7.50m 0
Carriageway ≥7.50m 3
Major Bridge 1
Carriageway <7.00m Nil
Carriageway ≥7.00m & <7.50m Nil
Carriageway ≥7.50m 1
Total Bridges 7 The detailed improvement proposal of the cross drainage structures is discussed in Chapter 8: Development Proposals.
2.3.6 Highway Geometrics
The existing highway geometry is very good and no major realignment to improve the horizontal geometry is envisaged. The terrain is absolutely plain and hence the vertical profile also needs very minimum improvement to achieve the required sight distance with respect to the design speed.
2.3.7 Pavement Condition
The pavement is of flexible Bituminous for the whole stretch and the visually observed condition of the pavement is fair. Longitudinal and alligator cracks along with potholes and patched areas are observed at few locations only. Carriageway edge break and failures like loss of aggregates, rain cuts and corrugations were also sparsely observed.
2.3.8 Major Developments along project road
The project road passes through quite a number of urban and semi urban settlements, of which the important towns are viz. Meerut, Hapur, Gulaothi, and Bulandshahr. A detailed list of the village and town locations is presented in Chapter 6 of this volume.
2.3.9 Cross Roads and Junctions
The identification of major junctions and category of road crossing the project road was done based on local enquiry and verification from secondary data, maps and consultation with competent authorities.
There are existing 68 Minor junctions, 6 Major junctions across the project road considering only the bituminous cross roads.
2.3.10 Drainage Condition
The physical condition of the drainage system is generally fair to bad. Sufficient camber was observed to drain off the water from carriageway surface. There are adequate cross drainage structures across the project alignment. The existing road does not have proper provision for longitudinal drains on either side. Pucca drains were observed at some locations within villages and natural drains were also observed at some locations. In general the condition of pucca drains appears to be fair.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 8 October 2010
2.3.11 Railway Crossings
The project road crosses existing railway line at 2 locations and all the existing level crossing is being facilitated with 2 lanes ROBs under Construction at present. Out of the 2 ROBs, under construction one is over double railway tracks and one is over single railway track. The details of the existing ROB in terms of their carriageway width and the existing condition are presented in the Engineering Survey and Investigation Chapter.
2.3.12 Flyover
There is no flyover at present on the project road. 2.3.13 Utility Lines
Several utility lines cross and run parallel to the project road. The different types of utility lines observed are as given below:
Electric Line (including junction boxes, lamp posts and transformers) (mainly overhead) High Tension Transmission lines Telephone lines (including junction boxes) (overhead and underground) Water lines (underground) OFC Lines (underground)
Chapter – 3 Methodology for Feasibility Study
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 1 October 2010
3.0 METHODOLOGY FOR FEASIBILITY STUDY 3.1 General The feasibility study consists of:
Traffic Surveys Engineering Surveys and Investigations Environmental and Social Screening Scheme development and assessment Preliminary cost estimates Economic viability Feasibility report The Approach and methodology adopted for each task mentioned above are described as under:
3.2 Traffic Surveys
To appreciate the characteristics of traffic along the project road sections in terms of size, desire, speed, load and lead, number of surveys were carried out. Traffic surveys primarily consist of manual classified mid-block counts namely to determine the existing volume and composition of traffic using key links and nodes within the study area. Such counts provide verification of existing counts and significant gaps in count data is plugged. This is in concurrence with the clause 4.9.1 of the TOR where 3 survey locations per 100Km stretch have been recommended. Turning movement count was conducted on all major Intersections. All types of traffic surveys and studies done for feasibility study are discussed below:
3.2.1 Classified Traffic Volume Count
The count stations were identified at two locations dividing the road stretches into homogeneous sections, to minimise the inclusion of urban traffic and to be reasonably near or be co-terminus with PWD survey count stations. The Consultants conducted each of the manual classified mid-block counts over seven consecutive days for 24 hours. Vehicles have been classified in three ways: by direction, time (using an hourly subdivision) and vehicle type. But importantly the methodology was based upon numbers of wheels and axles, such that distinction is drawn between two-axle four-wheeled vehicles and two-axle six-wheeled vehicles, both passenger and goods classification system as given in TOR as well as that in IRC codes was also kept in mind.
NHAI and PWD were approached to reveal the extent of available past traffic data relating to the study area so as to compile the relevant data from secondary source. It is important to make full use of available data, especially that relating to the last five years. Having received the available data, SWI is able to assess its quality in terms of comprehensiveness and consistency and come to an opinion on its reliability and consequent suitability for use in the current study.
3.2.2 Origin- Destination and Commodity Movements Survey
The TOR makes reference to conduct origin-destination (OD) surveys at minimum two locations per 100Km.
The Consultant carried out one day (24hours, both directions) OD and Commodity movement surveys at two locations finalized in consultation with NHAI. The road side interviews were done on random basis and covered all four wheeled vehicles. The OD survey included vehicle, cargo, journey purpose (to assist in the assessment of the value of time), vehicle information such as manufacturer, model age and usage in addition to the start and end points of the journey. This
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 2 October 2010
additional information was required for the economic analysis.
3.2.3 Turning Movements Survey
The methodology for the surveys was as per IRC: SP: 41-1994. The details including the locations and duration of surveys were finalized in consultation with NHAI. Intersection movement count was done for estimation of peak hour traffic for the design of the major and minor junction.
3.2.4 Axle Load Surveys
The intensity of traffic loading and the corresponding damaging factor of different categories of vehicles are an important parameter for the design of pavement. An axle load survey in both directions was carried out at two suitable locations in the project road stretch. The loading characteristic was taken on random sample basis normally for trucks only for two normal days (24 hours). The axle load survey was done using portable weigh pad having capacity of 20 tonnes wheel load. The survey was conducted to cover both traffic direction and for empty as well as loaded commercial vehicles, i.e. Light Goods Vehicles, 2-Axle trucks, 3-Axle trucks, Multi-Axle trucks and Buses. The number of standard axles using the road derived from Axle load surveys is vital to the pavement design and economic analysis.
3.2.5 Speed Delay Surveys
A set of journey time surveys was carried out along each of the main study routes. These consisted of survey vehicles undertaking separated journeys along the complete length of each route, taking detailed notes of distances and times, distinguishing time in motion and time stopped. In this way, delays and queuing can be measured.
3.2.6 Pedestrian/Animal Cross traffic /Truck terminal Surveys
Provision of viaduct for pedestrian /animals was analyzed on the project road to improve the traffic safety. The data derived from OD, speed delay, other surveys and also supplementary surveys was analyzed to assess requirements for present and future development of truck terminals at suitable locations enroute.
3.2.7 Survey Programme
The following table gives the traffic survey program:
Sl. No. Type of Survey Survey Location Chainage (Km) Date
1 Classified Traffic Volume Count
TVC 1 Kharkhauda 18+000 11-06-2010 to
18-06-2010
TVC 2 Padau 39+000 12-06-2010 to
19-07-2010
2 Origin-Destination OD 1 Kharkhauda 18+000
14-06-2010 to 15-06-2010
OD 2 Padau 39+000 21-07-2010 to
22-07-2010
3 Turning Movement Count
TMC 1Sikandrabad T-Junction
47+900 18-06-2010 to
19-06-2010
TMC 2 Bulandshahr Junction 66+400 18-06-2010 to
19-06-2010
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 3 October 2010
Sl. No. Type of Survey Survey Location Chainage (Km) Date
4 Axle Load Ax 1 Kharkhauda 18+000
14-06-2010 to 15-06-2010
Ax 2 Padau 39+000 21-07-2010 to
22-07-2010
5 Speed & Delay S&D Along the project Road
- 08-06-2010 to
09-06-2010
3.3 Traffic Forecast An assessment of historic traffic data indicated recent levels of traffic growth. This has been compared with recent growth in the national economy, most notably Gross Domestic Product, and the forecasts of future short to medium term growth produced by the Government of India and international agencies such as the Asian Development Bank and the World Bank. The forecast growth of the national economy was used as a guideline for the derivation of traffic growth forecasts for the study road, taking account of any significant historic discrepancies between the two. Adopting traffic forecast significantly different to national economic predictions will require careful justification. Given the uncertainty inherent in such predictions the consultant recommends the use of high, medium and low growth scenarios. It was advisable to have four growth periods representing the immediate, short, medium and long term.
3.4 Engineering Surveys and Investigations 3.4.1 Reconnaissance and Alignment
The consultant made an in-depth study of the available land width (ROW), topographic survey maps of the project area and other relevant information collected. A detailed reconnaissance survey was conducted on the total section from Km 0+000 to Km 66+482 and possible alignment changes. Detail features such as land use, habitation, water routes, canals, intersecting roads, railway lines, utilities such as electrical lines (HT/LT), etc. This enabled the Consultants to visualize the possible problems to be encountered while selecting the realignment. The detailed ground reconnaissance of project influence area is utilized for planning and programming the detailed surveys and investigations.
3.4.2 Topographic Surveys
The topographical survey forms the basis of almost all-subsequent highway design work and sufficient time was be allowed to ensure the survey results are accurate and can be used with confidence. Detailed level scope of works and quality procedures were given (for data logging accuracy and independent checks) for carrying out the topographical survey, which was to be targeted at capturing only the essential ground features as the availability of digitized terrain mapping is the most critical field activity for this project program. Level-1 Major Control: A network of major control points was established at approximately 1Km intervals along the route. These were initially established using differential GPS equipment. These Major Control Points were connected to the existing National Grid points. A comprehensive station description is provided under the Final Topographical Report to ensure ease of relocation/reinstatement at subsequent stages.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 4 October 2010
Minor Control: Minor Control Points were established to carry out the topographic survey. These were generally being at 250-500m intervals along the route. The Minor Control Points were connected to the Major Control Points. Station descriptions were again provided for relocation purposes. The Minor Control Points were observed at the same time as the Detail Survey with Total Stations.
Level-2 Detail Survey
Roads: A detailed ground survey of all project significant physical features was carried out using Total Stations. In general a survey string was observed along each feature line, points will be observed at suitable intervals. The survey conforms to the requirements of NHAI where relevant. The survey extends nominally 30m on either side of the centre line of the existing road and nominally 100m at key intersections. At locations where the existing alignment crosses or meets with other key roads the survey was carried out upto a relevant and appropriate distance up the adjoining road(s) and across a width sufficient to allow for any necessary improvements. The data was stored on data loggers and downloaded daily for processing. All features were coded in the field to allow maximum use of standardized software packages relating to automated mapping techniques and highway design. Structures: Topographic surveys along the alignment were conducted for bridges over rivers / streams / canals, flyovers, and grade separated interchanges. A topographic survey for flyovers was carried out so as to be able to arrive at a good conceptual and feasible layout. In order to achieve this, it was required to extend the surveys to about 100m on either side of the alignment in case of the flyovers and approximately 250m to 300m beyond the center line of the grade separated interchanges. In case of bridges over rivers / canals / streams the requisite cross-sections / L-sections were obtained as laid down in the IRC codes. Office Processing The field survey was processed in the office to provide a digital output file for the design engineers. The Surveyor carried out for a proof survey on a statistical sample to check the digital maps in the field. With the assistance of the local relevant authorities roadway strip plans will be produced from the survey data which will identify the existing Right of Way (ROW) along the road corridors. In addition the plans shall identify all existing installations within the ROW that require relocation by the new road design. Action Plans covering the relocation of these obstructing installations and public utilities will be prepared on a Km/Km basis The format of the resulting data is such that it will readily promote the calculation of earthworks and other quantities required for the evaluation of detailed cost estimates.
3.4.3 Road and Pavement Investigations
Road Inventory
A detailed road inventory was carried out at 200m intervals mainly for alternative alignments and visual inventory survey for other road network. Detail information was collected and utilized for planning, design and cost estimate.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 5 October 2010
Pavement Investigations
Pavement Composition: Trial pits were taken along the project road at every 5 km to ascertain pavement composition and subgrade type. Pavement Condition Surveys: Detailed field studies were carried out to collect pavement condition, shoulder condition, embankment condition and drainage condition.
3.4.4 Subgrade Characteristics and Strength
Test pits were done for pavement investigation, soil samples were collected from these pits at every 5 Km intervals for laboratory investigations. Dynamic Cone Penetrometer (DCP) apparatus was used to find the field CBR. Sand Replacement apparatus was used to derive the field density and Moisture meter was used for field moisture content.
3.5 Environmental and Social Screening 3.5.1 Environmental Screening
An Environmental Impact Assessment (EIA) was undertaken. An Environmental Assessment Report (EAR) was prepared which includes a Mitigation Plan that sets out feasible and cost effective measures that will reduce potentially significant adverse environmental effects, if any, to an acceptable level. A Preliminary Environmental Desk Study focuses on the Environmental Assessment of key impacts, issues and alternatives, including information necessary for proposed development. The following issues were identified: The information necessary for decision making; The important environmental issues and concerns; The significant effects and factors and alternatives to be considered; and The appropriate content and boundaries of an EIA study The program included: Field surveys; Consultation exercises with official and non-official sources; identifying existing relevant
baseline data; Identifying the scope of baseline surveys required; Identifying key issues to be addressed within the EIA, Providing a technical brief for the EIA To identify any potential environmental conflicts arising from the widening of the existing road information was collated and plotted on to strip plans to arrive at the environmental constraints for the proposed scheme. The main issues included as appropriate local settlements and communities traffic and access agriculture, ecology landscape, land-use and soils, water, archaeology 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 could require further in-depth study. The approach and methodology to be adopted for environmental assessment would
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 6 October 2010
conform to the requirement of the Environmental Impact Assessment notification, MOEF, 1994, Environmental Guidelines for Rail/Road/Highway Project, MOEF, 1989 and relevant World Bank Operational Directives, Source Book and Hand Book. Secondary data collection Secondary data collection including relevant maps for all the corridors was collected from various government/ semi-government departments/ agencies, research institutions/ universities and NGOs 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 was used for environmental screening. The results of this screening was plotted on strip maps and presented in tabular formats. The results of the preliminary screening will lead to identification of the nature and extent of environmental issues needing more detailed examination, which may be dealt as a full EA.
3.5.2 Social Screening
Social screening survey was carried out in order to understand socio-economic features along the project road. The purpose of the survey was to identify structures falling in proposed ROW and to assess the physical and social and cultural impacts. In this regard, the relevant information was gathered by interview with peoples and the self-assessment of the issues involved. Secondary data collection Available information was collected from various agencies that have worked in the state. The information included constitutional provision, conventions and protocols on human rights and indigenous people, status of social related legislation and policies of the Central Government and the state of Uttar Pradesh, key factors in RAR planning, guidelines for entitlement framework and community, social, ethnic and economic indicators of the population. Social Impact Screening During this preliminary screening stage, the Consultants made an initial visit to the site under consideration. This helped in developing 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 was analyzed and screening was 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
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 7 October 2010
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 will be plotted on maps and tabulated to identify any major conflicts and extent of conflicts.
3.6 Scheme Development and Assessment
From the existing field data a few scheme alternatives were 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 were listed thereby establishing the procedures, design controls and general engineering practice required. In the review of project alignment due consideration was given to the environmental implications land take and impact on project affected people, using information provided in the discipline Desk Study Reports undertaken earlier.
3.6.1 Widening and Strengthening scheme
The project section under the scope of study has multidimensional facets in terms of geometry, pavement composition/ condition, existing utilities, religious structures, etc. and considering all these aspects the section-wise policy was adopted for strengthening and widening based on the initial investigations.
3.6.2 Bypasses The proposal for bypassing the existing road was based on the detailed study on features pertaining to congestions, local traffic, sanctuary, mosque, grave yard, study of tehsil, taluk, district headquarter etc.
3.6.3 Homogeneous Section The project road has been divided into homogeneous road sections on the basis of following and traffic generation, and dispersal nodes located along the project road. - Traffic - Pavement Composition and thicknesses
3.6.4 Pavement Design
Pavement is the most significant component of a road and therefore its design strengths must be
assured to support the projected traffic loading throughout the design period. The pavement option study consist of analysis of different pavement alternatives to provide a basis for selection
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 8 October 2010
of the most advantages solution, considering all costs occurring during the life of the pavement, viz., construction costs, future maintenance costs and future costs for the road users. In pavement option study, following has been studied in detail: Flexible pavement over the existing pavement New flexible pavement Flexible Pavement for full reconstruction stretches of existing pavement.
3.6.5 Bridges and Culverts Parallel bridges are proposed to be built either on upstream side or on downstream side as per site requirement. Either span arrangement will be kept similar to the existing bridges or a combination of two/three spans will be adopted. In some cases it is proposed to keep only one span to cover the stream.
3.7 Preliminary Cost Estimates
Cost Estimates were made based upon the improvement proposals and rates mostly derived from Uttar Pradesh Schedule of Rates (NH Division) but suitably modified to update with the existing market rates. Where alternatives have been identified within the design, each will be evaluated to an accuracy of +/- 15% so that a reasonable assessment can be made on the balance of costs against benefits. Cost estimates were compared with recent designed, ongoing and executed National Highways Projects.
3.8 Economic Viability
Simultaneous to, and linked with, the traffic surveys, data collection were undertaken in relation to the cargo related vehicle fleet. It was possible to collect some of this information from the OD surveys. In addition, it was necessary to obtain information from vehicle dealers and operators to determine the types of vehicles commonly used their utilization and the cost of parts, labour, maintenance and repairs, default values for vehicle operating costs carefully calibrated against surveyed values. SWI employed the HDM-IV model to conduct the economic analysis of the route. The model required classified traffic volumes, both existing and forecast vehicle fleet data and detailed engineering data relating to the existing road and the existing and future maintenance and repair regimes, including costs. Each traffic section as indicated by the traffic studies, was modelled separately to produce an Economic Internal rate of Return (EIRR), Net Present Value (NPV) and Benefit/Cost Ratio (BCR) for the proposed and alternative rehabilitation schemes. It is essential for the validity of the results to establish a reasonable “do minimum” situation against which each scheme is compared. A “do nothing” scenario, where in the absence of the scheme the road is not maintained, will produce unrealistically high benefits for all schemes, and the base case should include a minimum reasonable level of intervention to prevent road closure. Sensitivity tests have been carried out including medium traffic growth scenarios, reducing existing traffic volumes by 15% and increasing project costs by 15%. Together, these tests reveal the economic robustness of each proposed project.
3.9 Financial Study
The financial viability of each package depends on the working cash flows available to service the debt and equity. This working cash flow is basically dependent upon the following:-
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Methodology for Feasibility Study
Scott Wilson 3 - 9 October 2010
a) Project Cost b) Traffic & Traffic Growth c) Toll Structure d) Operation and Maintenance expenses e) Interest on Debt f) Tax
The main objective of Financial Analysis is to examine the viability of implementing the project on a BOT basis. The analysis attempts to ascertain the extent to which the investment can be recovered through toll revenue and the gap, if any, be funded through Grant / Subsidy. This covers aspects like financing through debt and equity, loan repayment, debt servicing, taxation, depreciation, etc. The viability of the project is evaluated on the basis of Project FIRR (Financial Internal Rate of Return on total investment). The FIRR is estimated on the basis of cash flow analysis, where both costs and revenue have been indexed to take account of inflation. Financial analysis has been carried out for the one individual package with debt equity ratio of 70:30.
3.10 Feasibility Report
The Feasibility Report culminates with the production and submission of the Feasibility Study.
Chapter – 4 Socio-Economic Profile
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Socio-Economic Profile
Scott Wilson 4 - 1 October 2010
4.0 SOCIO-ECONOMIC PROFILE
4.1 Introduction
4.1.1 Background
Uttar Pradesh is bounded by Nepal on the North, Himachal Pradesh on the North West, Haryana on the west, Rajasthan on the south west, Madhya Pradesh on the south and south- west and Bihar on the east. Situated between 23o 52'N and 31o 28 N latitudes and 77o 3' and 84o 39'E longitudes, this is the fourth largest state in the country. (A part of Uttar Pradesh has been separated and formed into a new state Uttarakhand on November 9th 2000. Uttar Pradesh can be divided into three distinct hypsographical regions:
1. The Himalayan region in the North 2. The Gangetic plain in the centre 3. The Vindya hills and plateau in the south
The state of Uttar Pradesh has an area of 240,928 sq. km. and a population of 166.20 million. There are 71 districts, 813 blocks and 107,452 villages. The State has population density of 689 per sq. km. (as against the national average of 312). The decadal growth rate of the state is NA (against 21.54% for the country) and the population of the state continues to grow at a much faster rate than the national rate. A detailed accounting of the socio-economic profile of the Project Influence Area (PIA) has been prepared which traces the PIA's economic performance of the past and establishes the likely growth prospects of the future. The output of this Chapter is the economic growth prospects of the PIA with respect to certain selected economic variables and serves as the basis for arriving at a realistic traffic growth rate, for different vehicle categories.
4.1.2 Project Influence Area
The districts in which the study corridor passes through are considered to be the primary project influence area. However, the nature of the study corridor, being the National Highway, facilitates mostly traffic movement; the influence area stretches beyond the district boundaries. Hence, the influence area could extend to State limits and on occasions could extend into neighbouring States. Therefore, the influence area of the project corridor, for the purpose of the study, is defined at the State level, though the major economic characteristics are addressed at the project district level, which are Meerut, Ghaziabad and Bulandshahr districts in the state of Uttar Pradesh.
4.1.3 Methodology
The economic characteristics of the PIA with respect to demography, income, industrial development, agricultural development, mineral exploitation, tourism potential, motor vehicle registration, transport sector policy, economic development policy and plans have been examined. The base data required was collected from numerous agencies and referring the various literature available from the Directorate of Economics and Statistics, Govt. of Uttar Pradesh.
4.1.4 Data sources
All statistics used to study the past economic performance of the PIA are based on secondary official sources of information.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Socio-Economic Profile
Scott Wilson 4 - 2 October 2010
4.1.5 Project Corridor
The project road NH-235, starts from Meerut Town (Km. 0+000) and ends at Bulandshahr town (Km. 66+427). Project road section traverses through three districts of the Uttar Pradesh, namely Meerut, Ghaziabad and Bulandshahr. The nodal towns on the stretches are Meerut, Hapur, Gulavthi and Bulandshahr.
4.2 Demographic Profile
4.2.1 Population growth
Population of the PIA district i.e. Meerut, Ghaziabad and Bulandshahr districts has increased at an average growth of 2.18% to 2.46%. Thus the population of these districts has increased on an average at the rate of 2.30% per annum between the years 1991-2001.
The trend in the growth of population in the study Districts and the State is set out in Table 4.1.
Table 4.1 : Population growth of PIA and India
Districts / States 1991 2001
Meerut 2,417,513 3,001,636
Ghaziabad 2,245,262 3,290,586
Bulandshahr 2,468,174 2,913,122
Uttar Pradesh 132,061,653 166,197,921
India 846,421,039 1,028,737,436
Source: (1) Statistical Diary, Uttar Pradesh-2001 (Director Economic intelligence&
Statistics State Planning Commission, UP) (2) Registrar General of India, New Delhi-1991
4.2.2 Density and Urbanization
The above illustration of population growth is also reflected in the urban component of the district, as depicted in the following Table 4.2. It reveals that the density and the %age of urban population are higher especially in Meerut and Meerut Districts than state whereas the urban component in state is lower than urban component in India.
Table 4.2: Demographic Profiles of Study District and State, 2001 Census
District/State Area Sq. Km. Population Density per Sq.Km % Urban. population
Meerut 2,522 3,001,636 1,190 48.44
Ghaziabad 1,956 3,289,540 1,682 55.20
Bulandshahr 3,719 2,923,290 786 23.15
Uttar Pradesh 2,40,928 16,60,52,859 689 20.78
India 32,07,300 102,70,15,247 324 27.80
Sources: (1) Statistical Diary of Uttar Pradesh-2001 (Director Economic intelligence & Statistics- State Planning Commission. UP)
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Socio-Economic Profile
Scott Wilson 4 - 3 October 2010
The density of population and the percentage of urban population in the districts are higher than that of UP State and All India figures during the census year 2001.
The percentage of urban population in UP (20.78 %) is lower than that of All India (27.80 %)
during the census year 2001. But with regard to the density of population, the All India figure (324 people per sq. km.) is lower than that of UP (689 persons per sq. km.).
4.2.3 Likely Population Growth Rate
The overall growth of population at the all India level and UP was closely aligned. The growth rate of Indian population between 1981-91 and 1991-2001 is at 2.38% and 2.13 % respectively. Whereas the growth rate of state population during the same period is 2.55% and 2.58 % respectively. Comparison of long term growth rate of population in the study state between 1981 and 2001with that of India, as a whole shows that the UP growth rate is higher than the national average. The Registrar General of India (RGI) under the Planning Commission of Government of India (GOI) direction has carried out a population forecast for the period of 1996 to 2016 based on a detailed model, which incorporates numerous variables influencing the growth of population. Reviewing the methodology adopted by RGI reveals that: RGI has developed various sub-models to forecast the independent variables, which were used to forecast the total population of India. About 95% of the 1991 Census data has been utilized to forecast the population of India, state-wise. The Planning Commission, GOI, has accepted it for planning purposes. Based on the above considerations, we have elected to use the RGI forecast for the study purposes. Hence the population growth rate adopted for the study purpose is given in Table 4.3 and Table 4.4.
Table 4.3: Population Projection by RGI (1996-2016)
(in ‘000) Year India Uttar Pradesh
Males Females Total %age Growth Males Females Total %age Growth1996 484,859 449,360 934,218 - 83,864 73,802 157,666 1997 492,571 457,307 949,878 1.68 85,341 75,363 160,704 1.931998 500,359 465,249 965,607 1.66 86,992 77,049 164,041 2.081999 508,174 473,150 981,324 1.63 88,812 78,843 167,656 2.202000 515,984 480,961 996,944 1.59 90,813 80,731 171,544 2.322001 523,780 488,606 1,012,386 1.55 92,935 82,691 175,626 2.382002 531,395 496,212 1,027,607 1.50 94,967 84,686 179,652 2.292003 539,344 504,190 1,043,534 1.55 96,975 86,666 183,641 2.222004 547,556 512,468 1,060,024 1.58 98,962 88,630 187,593 2.152005 555,964 520,971 1,076,934 1.60 100,931 90,579 191,510 2.092006 564,498 529,628 1,094,126 1.60 102,925 92,576 195,501 2.082007 537,068 538,378 1,111446 1.58 105,033 94,724 199,756 2.182008 581,573 546,999 1,128,571 1.54 107,270 96,951 204,221 2.232009 590,018 555,495 1,145,513 1.50 109,629 99,253 208,882 2.282010 598,407 563,876 1,162,283 1.46 112,087 101,621 213,708 2.312011 606,744 572,145 1,178,889 1.43 114,624 104,053 218,678 2.332012 614,749 580,286 1,195,035 1.37 117,104 106,528 223,632 2.272013 622,966 588,608 1,211,575 1.38 119,661 109,052 228,713 2.272014 631,395 597,111 1,228,506 1.40 122,291 111,626 233,917 2.282015 640,034 605,793 1,245,827 1.41 124,994 114,248 239,243 2.282016 648,886 614,657 1,263,543 1.42 127,766 116,925 244,690 2.28
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Socio-Economic Profile
Scott Wilson 4 - 4 October 2010
Table 4.4 : Adopted Population Growth Rate of the Study Region
(Average Annual Compound Growth Rate)
Period Population Growth Rate
(AAGR %age) India UP
1981-1991 2.07 2.17 1991-2001 1.81 3.13 2001-2006 1.57 2.17 2006-2011 1.50 2.27 2011-2016 1.40 2.27
Source RGI, New Delhi 4.3 Economic Profile 4.3.1 State Income and its dynamics
The State Income of UP, Measured as Net State Domestic Product by industry of origin, was Rs 302,911 million in current prices in 2007-08 and Rs. 220,738 million in Constant prices (1999-00 prices). The corresponding per capita income was Rs 9,721 in current prices and Rs.5, 770 in constant prices (1993-94 prices). The contributions from primary, secondary and tertiary sectors to State Income in current prices (2000-01 prices), was 34.8 %, 20.4 % and 44.8 % in 2000-2001. It illustrates the significance of service sector contribution to the State economy, as can be seen in Figure 4.1.
4.3.2 Growth Trend
In the years between 1999-00 and 2001-09, the overall economic growth achieved by UP was 8.90 % on average per annum. The following Table 4.5 shows the AACGR and the annual growth of UP economy, by major sectors.
Figure 4.1 : Growth of State Income of UP
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Socio-Economic Profile
Scott Wilson 4 - 5 October 2010
Table 4.5 : Periodical Growth Rate of State Income, in Real Terms at Current Price (Average Annual Compound Growth Rate in %)
Year Uttar Pradesh
Primary Secondary Tertiary Total 1999-00 12.9 8.8 8.3 9.7 2000-01 13.1 7.9 8.0 9.4 2001-02 12.5 7.4 7.9 9.0 2002-03 13.3 7.3 7.8 9.1 2003-04 12.8 7.2 7.7 8.9 2004-05 12.6 6.4 7.5 8.4 2005-06 12.7 6.4 7.4 8.4 2006-07 12.4 6.3 7.2 8.1
Source: Computed based on CSO statistics. As far as UP economic growth is concerned, it is mostly influenced by the growth of agriculture. Also the aberrations in the growth trend were caused mostly by the performance of the primary sector. A detailed examination of the causes for the poor performance of the primary sector reveals that seasonal vagaries coupled with flood and drought were the major reasons. Some of the important industries are agro-based. Hence, bad performance of the agricultural sector has triggered adverse impact on the secondary sector performance also. Further, the decline in the growth rate in the post-liberalization period i.e. in recent years was attributed to the volatile performance of the agricultural sector. In addition, the manufacturing sector has suffered from power shortage, too much dependency on agricultural output and industrial unrest. These have resulted in dwindling performances. Another contributing factor was the considerable delay in the implementation of new investment proposals in the early part of the liberalization period. However, of late, the present government has taken considerable measures to attract new investments in most of the key areas of the economy including power and other infrastructure development. This is evident from the fact that the UP economy had experienced better growth during the period 1995-1998, particularly in secondary and tertiary sectors. This is likely to significantly accelerate the pace of the economic growth in UP.
4.3.3 Per Capita Income Growth
The annual growth of per capita income of UP is summarized from 2000-2001to 2006-07 in the Table 4.6.
Table 4.6 : Summary growth rates of Per Capita Income of U.P.
(2000-01 to 2006-07 at 1999-00 constant prices)
Year Uttar Pradesh2000-01 0.5 2001-02 0.3 2002-03 1.9 2003-04 3.5 2004-05 2.3 2005-06 4 2006-07 4.9
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Socio-Economic Profile
Scott Wilson 4 - 6 October 2010
4.3.4 Industrial growth 4.3.4.1 Role of Manufacturing in the Secondary sector growth
The contribution of the manufacturing sector to the secondary sector of the UP economy has declined from 67.7 % in 1993-94 to 62.07 % in 2000-01. It has thus registered an average declined growth rate of 1.06 % in the same period, compared to the 0.82 % growth rate achieved by the secondary sector as a whole. The sharp fall of the manufacturing sector has occurred between 1998-99 and 2000-01, when the share has declined from 68.22% to 62.07%, respectively. The industrial sector had maintained its contribution level around 70 % and only in 1997-98, the share declined to 68.2 %. The decline in share was 64.0% in 1998-99, 62.31 % in 1999-00 and 62.07 % in 2000-01. This was attributed to the decrease in the production of manufacturing sector The trend in the contribution in manufacturing sector to the secondary sector of U.P. economy is summarized in Table 4.7 with the following Figure.4.2. Table 4.7 : Summary of Growth Rates of Manufacturing Sector of UP Economy
Year Uttar Pradesh
Secondary MFD. 1993-94 to 1994-95 7.29 11.54 1994-95 to 1995-96 1.46 -1.38 1995-96 to 1996-97 3.83 9.79 1996-97 to 1997-98 -1.38 -7.00 1997-98 to 1998-99 -1.40 -7.53 1998-99 to 1999-00 -5.69 -8.15 1999-00 to 2000-01 2.01 1.61
4.3.4.2 Industrial Base and its Growth Trend in U.P. The National Government's economic policies in the 1990s, which saw various reforms and liberalization of the largely centrally planned economy, underpinned the high rate of average Gross Domestic Product growth recorded between 1993 and 1997. The dismantling of controls and market barriers fuelled the rapid growth in private investment. In the last two to three years however, India has suffered from a marked recession in demand, in part due to the Asian
Figure 4.2: Sectoral contribution to NSDP, 2004-09
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Scott Wilson 4 - 7 October 2010
economic crisis and partly because of domestic economic and political instability, which resulted in under utilization of industrial capacity. Within Uttar Pradesh, the highest rate of industrial growth since the inception of the Five Year Plans was recorded in the Seventh Five Year Plan (1985/86-1989/90) with performance in the Eighth Plan being well below target levels. State-wise, Uttar Pradesh nevertheless ranks high in investor attractiveness superseded only by Maharashtra and Gujarat. Bearing in mind the State's agricultural base and the need to address poverty alleviation issues and regional imbalances, the Ninth Five Year Plan has emphasized, amongst others, the promotion of small scale and village industries, the promotion of agro based and food processing industries and the continued encouragement of private inward investment. The Uttar Pradesh Industrial Development Corporation (UPSIDC) has been established for nearly four decades during which time it has had the responsibility for promoting industrial development in the State. One hundred and twenty nine industrial areas have been developed in 51 districts with more than five thousand industrial units, covering the large, medium and small-scale range, having been established. In order to provide the necessary supporting infrastructure to sustain the industrialization process, the State Government has established an Infrastructure Initiative Fund with the objective to facilitate the participation of the private sector in major infrastructure projects. Venture Capital Funds have also been set up to promote and assist technology projects. In order to stimulate industrial development and economic growth in the far north- eastern portion of Uttar Pradesh, relatively the most economically backward region in the State, Gorakhpur Industrial Development Authority was established in 1989. The key aspects of the State's industrial development policy are the development of seven industrial corridors and the setting up of five agro-based companies in Uttar Pradesh. Masterplans have been prepared for the following six corridors. - Meerut-Moradabad, Western economic region; - Agra-Aligarh-Firozobad-Khurja (Bulandshahr)-Kosi (Mathura), Western economic region; - Lucknow-Kanpur, Central economic region; - Allahabad-Bhadohi-Varanasi-Mirzapur, Eastern economic region; - Gorakhpur-Basti-Deoria, Eastern economic region; - Jhansi-Lalitpur, Bundelkhand economic region. The projected additional economic value arising from the State's potential capital investments in these corridors is approximately equal to one % increment in the State Domestic Product growth rate. The identification of these industrial corridors nevertheless serves to highlight those areas in Uttar Pradesh where inward industrial investment has been concentrated and where future economic growth is expected to be incrementally higher than that for the State as a whole. An Export Promotion Bureau has been established to assist exporters, amongst others with compensation for additional transportation costs incurred by exporters as a result of Uttar Pradesh landlocked status. An Export Promotion Park has been established at Varanasi. The State's major processed export in 1997/98 is shown in value terms in Table 4.8.
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Table 4.8 : Major Exports from UP in 1997-98
Major Item Major Districts Rs. Billion %ageWoolen carpets Mirazpur, Varanasi 17.3 27 Art Metal Ware Moradabad, Mirazpur, Varanasi, Etah,
Aligarh 16.8 26
Leather & leather products Kanpur, Unnao, Agra 8.0 13 Cotton & textiles Unnao, Agra, Lucknow, Jaunpur, Allahabad,
Mathura, Meerut, Nainital 7.6 12
Agricultural products 6.3 10 Eng. Goods & Building hardware
Agra, Kanpur, Ghaziabad, Meerut, NOIDA 3.1 5
Gems, jewellary, marble, stone & wood carvings
Agra, Kanpur, Faizabad, Meerut, Lucknow, Mathura
3.2 5
Others 1.6 2 Total 63.8 100
Source: Directorate of Industries, GoUP
An Annual Industrial investment growth performance in the state of Uttar Pradesh for the year from 2004 to year 2006 is shown in Figure 4.3 below.
In the medium to large-scale sub-sector, the sugar, handloom, sericulture, electronics and minerals industries are the major types of industry. The difficulties facing the sugar industry relate to the low crushing ratio of the harvested cane. In 1996/97, this ratio stood at less than 30 %, improving to 35 % the following season. The terminal year relatively constant and generally in line with rates in the sugar industry in other sugar producing countries, higher crushing rates would enable increased cane production to be reflected in higher output of raw sugar. Various expansion projects begun in the Eighth Plan have been completed during the Ninth Plan, including raising cane crushing capacities at sugar mills at Meerut, Kushinagar, Bijnor and Rae Bareli. Notwithstanding Ninth Plan proposals to expand and modernize existing mills, cognizance has been taken of prevailing pricing policies in Uttar Pradesh, which were seriously undermining future prospects for the sugar industry.
Figure 4.3: Annual Growth in Industrial Performance of U.P.
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The handloom industry, because it is a traditional craft, is one of the most significant sources of income and employment in the rural areas of Uttar Pradesh outside the agricultural sector. Its continued development and promotion is therefore central to industrial policy. The Ninth Plan had its target the annual output of some 600 million square meters of cotton cloth by the end of the five year period in 2001/02; virtually double production in 1995/96. A Textile City has been proposed for development in Kanpur by the UPSIDC. The high quality silk products of Uttar Pradesh are well known both in India and overseas, with the main weaving centers located in Varanasi and Mubarakhpur in the Eastern region. The Ninth Plan seeked large scale participation of the private sector and financial institutions in expanding and intensifying both raw and finished silk production in the State. The electronic industry, incorporating information technology aspects, projected to grow by some 34 per cent in the Ninth Plan. A Software Technology Park has been established at Kanpur with further potential sites identified for Lucknow, Agra, Allahabad, Roorke, Dehradun and Bhimtal. Responsibility for setting up commercial projects in the minerals industry lies with the Uttar Pradesh State Minerals Development Corporation. Proposed investment projects have included float glass manufacture in Banda district, silica and mining in Allahabad district, high grade dolomite and limestone mining in Tehri and Dehradun districts respectively, and soapstone mining in Almora district. The above discussions underline that UP has bright potential in the industrial sector, which has to be properly tapped in future. The recent industrial development activities have triggered the industrial investment in UP.
4.3.4.3 Future Trend in Growth
The aforementioned discussions clearly indicated a gloomy picture for UP. However, the slow growth rate experienced in the industrial sector of UP during the early nineties have found revival with improved performance from the year 1996. The Ninth Plan target of 7% for NSDP and 12% for Secondary Sector for UP seemed to have been set with this backdrop only. In order to achieve the required growth targets set out in the Ninth Plan, the proposed public sector outlay has focussed on three key infrastructure sub-sectors – transport, energy and water supply- that are prerequisites for growth in the primary and secondary sectors. With this background it can be assumed that UP is poised to witness better industrial growth in future. But the review of past growth and the existing infrastructure problems indicate that the growth pattern will be such that UP should expand moderately. A quick review of the Ninth Plan of UP indicated that the target of 12 % per annum industrial growth in real terms was very ambitious. This was also a tough task to achieve, judging by past performance. However, given the present climate of investment, the UP State is likely to achieve its aims over a period of time. In the immediate term, the growth rate will be slightly more than its neighbouring states like MP, and in the long-term the trend may be in favour of UP. The same is likely to continue in the foreseeable future.
4.3.5 Agricultural Sector Performance 4.3.5.1 Role of Agriculture Sector in Uttar Pradesh
According to the statistics available for 2004-05 UP state has 76.16% of its total land as net area sown, 1.21% as land put to non-agricultural use, 7.71% by forest cover and 2.42% as barren
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uncultivable land. Figures for 2004-05 are summarised below in Table 4.9.
Table 4.9: Details of Land use in U.P.
Sl. No Details Land Utilization in 2004-05 Hectares ‘000 %age
1. Forest 1,688 7.71 2 Barren & uncultivable land 530 2.42 3 Non- agricultural use 264 1.21 4 Waste land 454 2.07 5 Permanent pastures & grazing land 64 0.29 6 Area under trees & groves 344 1.57 7 Current fallow land 1,217 5.56 8 Other fallow land 661 3.02 9 Net area sown 16,683 76.16 10 Total land area 21,905 100
Source: Directorate of Agriculture, GoUP
The contribution of primary sector to the State income has declined from 41.70 % in 1993-94 to 36.80 % in 2000-01. However, the value of the primary sector has increased from Rs.295799 million in 1993-94 to Rs.348,172 million in 2000-01 on price of 1993-94, thus registering an average growth rate of about 2.53 per annum. In the last 7 years (1993-94 to 2000-01), the % share of agriculture contribution to the primary sector has almost stagnated in the region at around 95.0 %, indicating a strong reliance between agriculture performance and the primary sector. This relationship is further evidenced in the behaviour of annual growth rates estimated; for example, whenever negative growth occurred in the primary sector, it was seen to be triggered by the negative performance of the agricultural sector as shown in Figure 4.4.
4.3.5.2 Major crops and Productivity of Uttar Pradesh
The main crops of the State are cereals mainly wheat, rice, pulses, sugarcane & mustard. Review of agricultural statistics regarding details of production, areas under crops and productivity of principal crops in UP reveals that: The state is pre-dominated by food crop production, particularly wheat being major
contributor. The area under cash crops increased faster than the area under food grains, indicating a shift
towards cash crops. Due to limited scope for increasing the cultivable land, the state is concentrating on improving the productivity. Hence the thrust areas include comprehensive land management, water resource management with emphasis on micro-irrigation, organic farming, integrated farming and pest management, and crop diversification including export oriented crop production. Food crops dominate the cropping pattern of UP. The yield rates for most of the major crops are better than the national average. Some of the principal crops of the state are rice, jowar, bajra, wheat, maize, barley, pulses, oilseeds, potato, sugarcane and fruits. Productivity of major crops in UP during the year 2004-05 is given in Table 4.10.
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Table 4.10: Productivity of major crops in UP in 2004-05 000 MT
Crops Productivity
(tonnes / Hect.) Production %age
Food Crops 1.96 39,997 22.9 Pulses 0.86 2,430 1.4
Oilseeds 0.85 763 0.4 Sugarcane 60.81 121,756 69.7
Potato 22.38 9,740 5.6 Total 174,685 100.0
Source: Director of Agriculture, GoUP.
Figure 4.4: Average Yield of Major Crops in U.P.
The composition of agricultural production in UP during the year 2004-05 shows that the Sugarcane was the maximum with 69.70 % (121.75 million tonnes), followed by Food grains 22.90 % (39.99 million tonnes), Pulses 1.40 % (2.43 million tonnes, Potato 5.60 % (9.74 million tonnes) and Oilseeds 0.40 % (0.76 million tonnes).
4.3.6 Mineral Exploration
Uttar Pradesh is endowed with an extensive range of mineral resources. These include coal, limestone, bauxite, manganese, phosphorite, paprophilite, silica sand, dyaspore steatite & Sulphur. In Table 4.11 the major production of principal minerals of UP is summarized.
Table 4.11 : Major Mineral Production by U.P.
Minerals 2000 2001 2002 2003 2004 2005 2006
Qty. Value Qty. Value Qty. Value Qty. Value Qty. Value Qty. Value Qty. ValueMetallic
Dayaspor 6,186 4,906 5,499 4,316 3,506 2,740 4,077 2,528 5,552 3,895 8,522 6,843 9,072 7,313Non-Metallic
Pyrophilite 4,671 1,393 7,126 1,319 10,336 1,934 15,565 3,416 37,863 4,157 27,369 4,289 23,102 3,732Silica sand 84,502 5,858 - - 206,405 26,780 124,429 17,722 169,908 49,521 182,859 48980 191,662 42,683
Coal 8,241 - - - 26,347 - 29,456 - 19,061 - 21,467 - 32,201 - Quantity in metric tonne * Thousand metric tonne Value in Thousand Rupees Source: Statistical diary of UP 2007
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4.3.7 Energy In the energy sector, although installed capacity has been rising over time, the rate of capacity creation in UP has lagged behind other major States in India. Similarly, per capita power consumption has remained relatively low on the national scale. This phenomenon is probably linked to interruptions in the supply and resort to alternative energy sources, especially for cooking. In terms of installed capacity, the Eighth Plan achieved 56.0 % of its five year target whilst the demand for electricity in the State exceeded supply by 15.0 % by the last year of the Eighth Plan (1996/97). In order to try and keep pace with rising demand, the Ninth Plan has focused on the renovation and modernisation of existing thermal stations, the continued development of hydropower and the privatization of power generating projects in the State, as well as the continued construction of new transmission lines and maintenance of the existing primary and secondary transmission and distribution networks. In respect of rural electrification, some three quarters of villages in UP had electricity supply at the end of the Eighth Plan, with the Ninth Plan seeking to achieve 100.0 % coverage. The Ninth Plan envisages the generation of net additional capacity of some 5,300 MW as well as the continued construction of new transmission lines and maintenance of the existing primary and secondary transmission and distribution networks. In spite of these targets however, the end of the Ninth Plan in 2001/02 projects energy demand projected to be in excess of 11,000 MW as against a likely availability of some 7,900 MW, signifying a shortfall of approximately 30%.
4.3.8 Tourism Potential
UP has a rich architectural and cultural heritage with a wide variety of tourist attractions ranging from world famous Taj Mahal at Agra to religeous pilgrimage at Varanasi and foreign Buddist pilgrimages in the Eastern Region. Besides the built environment, there are seven national parks and twenty-nine wildlife and bird sanctuaries spread throughout the state. The northwest UP flanks with the foothills of Himalayan Mountains and the hill region is an important tourism area. Tourism has been growing at an average of 10 % per annum over the past decade, as measured by the tourist arrivals in UP Table 4.12. The number of foreign tourists is expected to grow to three million over the coming decade, which means double the rate of the past decade. There is immense tourism potential in the state of Uttar Pradesh. The number of tourists visiting Uttar Pradesh has witnessed phenomenal increase since 1980 upto 2007. Data in respect of
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tourist coming to UP are given in Table 4.12.
Table 4.12 : Number of Tourist coming to Uttar Pradesh
Year Foreigner Tourists
(Lakh) U.P. India
1980 2.51 12.54 1991 4.53 16.78 1998 7.27 23.59 2000 8.48 26.49 2001 7.95 25.37 2002 7.10 23.84 2003 8.17 27.26 2004 10.37 34.57 2005 11.74 39.15 2006 12.92 43.06 2007 14.20 47.36
Source: Director of Tourism, U.P.
Figure 4.5 : Growth in Tourism Sector
4.4 Transport Network 4.4.1 Background
Whilst the transport sector per se is not one of the major direct contributors to economic output, the sector is nevertheless indirectly highly significant as a catalyst for economic development and growth. The demand for transport is itself a derived demand with transport infrastructure and facilities serving as a conduit for the exchange of goods, services and traded commodities. Within the transport sector, road transport by virtue of its flexibility is the dominant mode. Purely in terms of kilometrage, the total length of railway track in Uttar Pradesh represented approximately one tenth of the total length of surfaced, paved roads administered by the State Public Works Department (PWD) in 1996. Comparative data on model share for passenger and freight tonne kilometers have not been presented in this report because of the unavailability or accurate data on trip movements within Uttar Pradesh itself and trips with either an origin or destination outside the State or trips transiting through Uttar Pradesh. Furthermore, privatisation of the road freight transport industry
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means that much information on the road haulage operations of individual private haulers is unavailable because of commercial sensitivity.
4.4.2 Road Network Development Uttar Pradesh has a well-knit network of roads. The total length of road in 1999-2000 was 125.36 thousand Kms. A close examination of National Highway Development in the study state of UP indicate that 8.50% of total national highway in India is in Uttar Pradesh. The P.W.D. road length at the end of 1990-91 and at the 2005-06 is given in Table 4.13.
Table 4.13: PWD Road Length in Uttar Pradesh (Km)
Year Road length in kms Total Length of Roads per
thousand Sq.km.Area Length of Roads per
Lakh Population Cement Concrete
Roads
Water Bound Roads
1990-91 57,649 14,126 71,775 243.78 53.04 1991-92 60,065 15,329 75,394 256.08 53.65 1992-93 63,206 15,286 78,492 418 111.01 1993-94 66,688 15,012 81,700 276.8 58.58 1994-95 70,154 14,635 84,789 28.8 60.95 1995-96 69,298 14,423 83,721 28.46 610.07 1996-97 78,970 12,038 91,008 312.5 66.14 1997-98 88,475 15,433 103,908 330.22 62.43 1998-99 88,474 15,434 103,908 353.43 61.63 1999-00 94,365 14,527 108,892 369.86 64.59 2000-01 92,963 7,173 100,136 415.63 60.3 2001-02 97,776 6,361 104,137 432.23 62.66 2002-03 104,974 5,410 110,384 582.47 83.38 2003-04 114,610 4,335 118,945 493.68 68.13 2004-05 117,916 3,611 121,527 504.41 67.95 2005-06 122,172 3,190 125,362 520.33 68.93
Source: Statistical Handbook of U.P. 2007 The Achievements of the Eighth Five Year Plan were largely concentrated on expansion of the rural road network and the provision of village road connections. Rural road construction was some three times greater than that targeted. However this emphasis on improving rural accessibility was at the expense of diverting funds away from maintenance of the existing State highway network.
4.4.3 Road Transport
The different type of Vehicles plying on road in U.P. are given in Table 4.14 and the number of vehicles registered during 2004-05, 2005-06 and 2006-07 are given in Table 4.15.
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Table 4.14 : Vehicles Plying on Road in U.P.
Vehicles 2004-05 2005-06 2006-07 Buses 25,081 26,549 25,423 Taxies 107,847 119,789 124,575 Cars 499,148 615,739 643,045
Motors Cycles 5,652,044 6,083,655 7,135,712 Tractors 742,717 791,411 798,210 Others 120,969 135,947 115,430
Source: Transport Commission, U.P.
Table 4.15 : Vehicles Registered in a Year in U.P.
Vehicles 2004-05 2005-06 2006-07 Truck 16,827 17,825 22,895 Buses 1,223 1,570 1,565 Cars 52,311 60,090 71,213
Motor Cycle 665,589 769,183 773,478 Tractor 42,714 52,705 45,173 Others 9,130 14,364 16,189 Total 787,794 915,737 930,513
Source: Transport Commission, U.P. 4.4.4 Non Road Transport 4.4.4.1 Railways
There are 8,911 km of railway in the state of Uttar Pradesh
4.4.4.2 Inland Water The total navigable length of waterways in UP is estimated to be 2,400 kilometers; however no commercial traffic is presently operating on any of the State's major rivers. The Faizabad-Ballia section of the Ghaghra river has the potential for transporting cargo. Whilst a hydrographic survey has already been carried out, further feasibility studies have been proposed in the Tenth Five Year Plan. For the purposes of forecasting road traffic growth it has been assumed that development of inland water transport will have negligible impact on road transport.
4.4.4.3 Air transport There are 23 airstrips and 3 aerodromes in the State. Scheduled domestic air services are operated to the three major airports at Lucknow, Agra and Varanasi, principally to cater for tourism and commercial passenger traffic. As part of UP’s industrial development policy, efforts are being made for the introduction of scheduled air services to Kanpur, Allahabad and Gorakhpur whilst the Airports Authority of India has been approached with a view to permitting international services to Lucknow, Agra and Varanasi airports for chartered passenger and cargo traffic. Air transport caters for a comparatively small niche market and will not significantly impact on either road passenger or road freight transport. There is no major international airport in UP. However there are 11 domestic airports in UP. These are located at Agra Kanpur, Lucknow, Gorakhpur, Allahabad, Vanarasi, Saharanpur,
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Jhansi, Bareilly, Ghaziabad, and Rai Bareilly. Two airports at Greater Noida and Meerut are in pipeline in the coming year within the vicinity of the project influence area.
4.5 Economic Growth Prospects
The aforementioned discussions have traced the growth path of various macro-economic indicators and have provided the direction in which the economy of UP is likely to move in the future. Further, wherever appropriate, the policy of the UP Governments has been presented to illustrate the perspective of future changes. Keeping the above conclusions in view, the economic framework of contemplated development in the yearly plan period 1997-98 to 2000-01 has been reviewed for UP. Based on past performance, likely policy changes, and anticipated development proposals of the economic plans, we have assessed growth prospects of UP for the following economic variables that are considered necessary for traffic forecast. - State income - Population growth - Per capita income
4.5.1 State income growth perspective.
The Ninth Plan targets remain crucially dependent on substantial private sector investment funding, particularly in the power and industry sectors, as well as in the area of agricultural credit. The approved public sector outlay represents just one quarter of the total investment required by the Plan. Whilst UP's required share of the total gross investment for India as a whole may only be eight %, its ability to attract private sector investment will depend on its competitiveness vis-à-vis other major States in the country and the successful implementation of economic reforms within the State. In this context, the World Bank led initiative on various sectoral reforms is particularly significant. The Bank has prepared an economic and fiscal framework and governance reform program. As part of the various objectives to achieve this support program, the UP State Roads Project feasibility study constitutes one of the elements falling under the theme of Restructuring Infrastructure. Besides roads, the power and irrigation sectors, by virtue of their crucial role in generating economic growth, are the other two key focus areas of the Bank. The immediate short term predictions for the national economy by the World Bank are for growth in Gross Domestic Product of 6 %, slightly down from 6.8 % achieved in 1998/99. The uptake of excess industrial capacity in the domestic economy allied with recovery in East Asian countries and an expansion in the volume of world trade have created an environment more favourable to robust growth in the short to medium term. Generating private sector investment in the secondary sector, whether in agro-industry or in manufacturing directly, requires enabling investor in utilities and transport, and in terms of the free movement of capital inflows and outflows. Whilst this may be necessary condition for attracting private sector funding, difficulties may still arise in project implementation and operation, which lie outside the control of the State Government and the State Development Corporations. This will be the case where private sector investors experience financial problems and cash flow difficulties during or after project set up. It should be borne in mind that, notwithstanding potential changes in UP’s investor climate in respect of political and/ or economic instability, the projected growth rates put forward in the Ninth Five Year Plan are susceptible to these external influences. They should be seen therefore as optimum growth targets assuming favourable and stable investment conditions, both within UP itself and external in the investing company environments.
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For the short to medium term, Table 4.16 sets out the different assumptions that have been made for three alternative growth scenarios.
Table 4.16 : Economic Growth Scenarios in Uttar Pradesh in 2001-2010
Growth Scenario Assumption High Optimum
Growth Stable political and economic macro environment; Successful implementation of World Bank fiscal and governance reform programme; Successful implementation of privatisation initiatives in infrastructure and other policy and in health and education
Medium Positive Growth
Fluctuations in the national economy; Upward growth outlook in the national economy; Positive measures being taken to promote inward investment in UP; Continued dependence on agriculture as important contributor to SDP and associated vulnerability to external forces
Low Trendy Growth
Limited private sector investment; Greater macroeconomic instability compared with other major States in India.
The annual State Domestic Product growth estimates for UP, by principal economic sector, and by economic region are given in Table 4.17 and Table 4.18.
Table 4.17: Annual NSDP Economic Growth Estimated by Major Sector 2001-2010
Economic Sector Growth Scenario
Low Medium High
Primary Secondary Tertiary
2.9% 3.9% 5.2%
4.0% 7.8% 6.0%
5.1% 12.0% 6.8%
Growth expected per year in all sectors
4.0% 5.5% 7.0%
Table 4.18 : Annual Growth Estimated by Economic Sector and
Region 2001-2010 (Medium Growth Scenario)
Economic Sector Uttar Pradesh Primary
Secondary Tertiary
4.0% 7.8% 6.0%
All Sectors 5.5% Whilst primary and tertiary sector activities are largely evenly distributed throughout UP, the greater variation in growth rate estimated for the secondary sector reflects the expected impact of the industrial development corridor and growth areas initiatives that have been identified in the State's industrial policy. Because of the inherent unpredictability in medium to longer term forecasting, forecasts of future growth in the economy are usually limited to the very short term, covering the next twelve to eighteen month period. Acknowledging these limitations in the forecasting process, estimates of longer-term future growth rates have been made with reference to historical trends in State Domestic Product (SDP). The data presented earlier in Table 2.5 shows that for the eighteen years period between 1980 and 1998, the UP economy grew on average at 4 % per annum. This overall growth masked higher economic output in the 1980s, at
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4.6 % per annum, and a slowdown in growth in the 1990s, at 2.8 % per annum. The last five year period 1993-1998 however saw growth beginning to recover to the earlier higher levels, at 3.9 % per annum. For the second half of the twenty-year feasibility study evaluation period, 2011-2020, a single, conservative estimate of economic growth, of four % per annum, has been assumed.
4.5.2 Population Growth Scenario Section 4.2 has dealt with the demographic aspects of the UP economy. The section has concluded that the RGI forecast population growth rates for UP, until 2016, appears to be in the acceptable range for the various reasons described in Table 4.19.
Table 4.19 : Future Population Growth of UP (AACGR in %)
Year Uttar Pradesh 1981-1991 2.41% 1991-2001 2.36% 2001-2006 2.17% 2006-2011 2.27% 2011-2016 2.27%
Chapter – 5 Traffic Surveys, Analysis
and Forecast
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5.0 TRAFFIC SURVEYS, ANALYSIS AND FORECAST
5.1 Introduction
This chapter presents traffic studies and analysis carried out for addressing various objectives and issues pertaining to widening of existing project road (NH-235) to 4-lane road with paved shoulder. The project road extends from Km 0+000 (Meerut) to Km 66+482 (Bulandshahr) and passes through various settlements like Kharkhauda, Hapur, Gulaothi etc. Results of the analysis will form inputs for designing the pavement, developing capacity augmentation proposals, carrying out economic and financial analysis, design of intersections on the widened project road.
The traffic study aims at estimating the base year Average Daily Traffic and Travel Characteristics on the project corridor and forecasting the Annual Average Daily Traffic (AADT) for project horizon year. Various aspects of traffic study are presented in subsequent sections of this chapter.
5.2 Identification of Homogeneous Road Sections
The project road has been divided into homogeneous road sections on the basis of traffic generation and dispersal nodes located along the project road. The important dispersal locations identified along the project road include:
Meerut City, start of project road Kharkhauda Hapur Gulaothi Bulandshahr, end of Project Road
Considering the above mentioned traffic distribution points, the project road have been classified into two homogeneous road sections for the purpose of analysis and presentation of traffic and travel characteristics. Table 5.1 gives the details of the homogeneous sections defined for the study.
Table 5.1: Homogeneous Traffic Sections
Sec. No
Existing Chainage (Km) Start (Km)
End (Km)
Length (Km) From To
I Meerut (Km 0+000) Hapur (Km 31+600) 0+000 31+600 31+600
II Hapur (Km 31+600) Bulandshahr (Km 66+482) 31+600 66+482 34+800
5.3 Primary Surveys – Schedule
To capture traffic flow characteristics, travel pattern, speed and other characteristics related to miscellaneous requirements on the Project Road, the following primary traffic surveys were conducted.
Classified Traffic Volume Count (TVC) Origin-Destination Survey (OD) Turning Movement Survey (TMC) Axle Load Survey (AX) Speed and Delay Survey
Traffic survey stations for carrying out “Classified Traffic Volume Count and Origin & Destination” has been identified after a site reconnaissance study considering the following
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parameters:
The station should represent homogeneous traffic section The station should be outside urban and local influence The station should be located in a reasonably level terrain with good visibility The O-D stations should preferably be located near police stations for the convenience
and safety of stopping vehicles for roadside interview survey The detail traffic survey schedule is presented in Table 5.2 and the survey locations shown in Figure 5.1.
Table 5.2: Schedule of Traffic Surveys on the Project road (Meerut - Bulandshahr)
Sl. No.
Type of Survey Survey Location Chainage
(Km) Date
1 Classified Traffic Volume Count
TVC 1 Kharkhauda 18+000 11-06-2010 to 18-06-2010
TVC 2 Padau 39+000 12-06-2010 to 19-07-2010
2 Origin-Destination
OD 1 Kharkhauda 18+000 14-06-2010 to 15-06-2010
OD 2 Padau 39+000 21-07-2010 to 22-07-2010
3 Turning Movement Count
TMC 1 Sikandrabad T-Junction
47+900 18-06-2010 to 19-06-2010
TMC 2 Bulandshahr Junction
66+482 18-06-2010 to 19-06-2010
4 Axle Load Ax 1 Kharkhauda 18+000 14-06-2010 to 15-06-2010
Ax 2 Padau 39+000 21-07-2010 to 22-07-2010
5 Speed & Delay S&D Along the project Road
- 08-06-2010 to 09-06-2010
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Figure 5.1: Traffic Survey Location Map
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5.4 Survey Methodology
5.4.1 Classified Traffic Volume Counts
The Classified Traffic Volume Count survey was conducted at locations representing mid block count station for different sections of the project road. The Classified Traffic Volume Count was conducted continuously for 7 consecutive days for 24 hours on each day at each locations as recommended in IRC: SP: 19-2001 “Manual for Survey, Investigation and Preparation of Road Projects”. The vehicles were broadly classified into fast moving / motorized and slow moving / non-motorized vehicles, which were further classified into specific categories of vehicles. The groupings of vehicles were further split to capture the tollable vehicle categories specifically and toll exempted vehicles were counted separately. The detailed vehicle classification system is presented in Table 5.3. Traffic surveys were carried out for both directions using manual counting method. A day was divided into two shifts of 12 hours each and different groups of enumerators with a supervisor were assigned for each shift. The count data was recorded at 15-minute intervals for each vehicle group for each direction of travel separately. Trained 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. Field proforma for recording the data is presented in Appendix 5.1.
Table 5.3: Vehicle Classification System Motorized / Fast Vehicles Non-Motorized / Slow Vehicles
2-Wheeler Bicycle 3-Wheeler Cycle Rickshaw Passenger Car Animal Drawn Utility Vehicle (Jeep, Van etc.) Hand Cart Bus Mini Bus
Standard Bus LCV LCV-Passenger
LCV-Freight Truck 2-Axle Truck
3-Axle Truck MAV Semi Articulated
Articulated Other Vehicles Agriculture Tractor, Tractor & Trailer
5.4.2 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 have also been useful for identifying the Influence area of the project road and estimating the growth rates of traffic on the project road. The O-D survey was carried out for one day at two locations along with the classified traffic volume counts. Roadside interview method as described in IRC: 102-1988 was adopted for the survey. The survey was carried out for both passenger and goods vehicles in both directions. The vehicles were stopped on random sample basis with the help of police, and the drivers were interviewed by trained enumerators to obtain the required data. During the surveys the information pertaining to origin, destination, trip-length, commodity types, loading pattern, trip purpose and occupancy as applicable for various vehicle types were recorded. The survey was
Location: Km 18+000 (Kharkhauda)
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carried out for both passenger and goods vehicles in both directions. Trained enumerators under the supervision of Traffic Engineers collected the trip characteristics using the survey forms designed for this purpose. The Proforma used for recording the information is shown in Appendix 5.1.
5.4.3 Turning Movement Survey
The turning movement survey was conducted at 2 major intersections falling on the project corridor to obtain information on turning movement of traffic at all major intersections along the project road. The survey was conducted for 24 hours with the help of trained enumerators. Each turning movement at the intersection was recorded by deploying enumerators in sufficient numbers at suitable locations. The data on peak hourly directional movement would be used to analyze and design the intersection. Survey format used has been given in Appendix 5.1.
5.4.4 Axle Load Survey
Axle Load Survey was carried out at 2 locations simultaneously with O-D survey along the project road. The main purpose for carrying out the survey was to assess the overloading pattern on the corridor and to estimate Vehicle Damage Factor.
During the survey, Axle load of commercial vehicles, i.e. LCVs, 2-Axle, 3-Axle, Multi Axle trucks and Buses, were weighed on random sample basis. The vehicles were stopped with the help of police and the drivers were directed to stop their vehicles in such a way that wheel of each axle can be weighed using portable Axle load weighing pad. The readings were recorded by trained enumerators for each axle separately and the surveys were carried out for 48 Hours. The Format for carrying out the survey is presented in Appendix 5.1.
5.4.5 Speed and Delay Survey
The speed and delay survey was conducted using the moving observer method. It has been carried out on the entire project road section between Km 0+000 to Km 66+482. The study corridor was divided into 2 sections with 4 sub-sections based on the traffic characteristics of the corridor. The test vehicle was run at the perceptible average speed of the traffic stream along the project road so that the number of vehicles overtaken by the test vehicle equaled the number of vehicles overtaking the test vehicle. The observers inside the test vehicles recorded the overtaken vehicles, overtaking vehicles, opposite directional vehicles, travel time and stopping delay timings along with the causes of delays. The test vehicle was made to travel on both directions of travel covering different peak and off peak traffic flow conditions on the project road. The survey proforma used for the study is given in Appendix 5.1.
5.5 Data Analysis
5.5.1 Analysis of Traffic Volume Count
Data collected from the site were punched into the computer and analysed using spread sheet in MS Excel. The various vehicle types having different sizes and characteristics were converted into a single unit called Passenger Car Unit (PCU). Passenger Car Unit for various vehicles are adopted based on recommendations of Indian Road Congress prescribed in IRC-64-1990, “Gudelines for Capacity of Roads in Rural areas”. The adopted passenger car unit values (PCU) are presented in Table 5.4.
Table 5.4: PCU Factors Adopted for the study Fast Vehicles PCU Slow Vehicles PCU
Car 1.0 Hand/ Animal Cart 6.0 Mini Bus 1.5 Cycle 0.5 Standard Bus 3.0 Cycle Rickshaw 2.0
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Fast Vehicles PCU Slow Vehicles PCU LCV 1.5 2 Axle Truck 3.0 3 Axle Truck 3.0 MAV 4.5 Two Wheeler 0.5 Auto Rickshaw 1.0 Van 1.0 Agricultural Tractor & Trailer 4.5
Source - IRC: 64 – 1990
5.5.2 Average Daily Traffic (ADT)
Traffic volume count data collected for 7 days at each location were averaged to determine the Average Daily Traffic (ADT). Traffic volume count summary sheets for various locations are presented in Appendix 5.2. The location wise ADT by vehicle type is presented in the Table 5.5.
Table 5.5: Average Daily Traffic
Vehicle Type Location NH 235 (KM 18+000) NH 235 (KM 39+000)
Kharkhauda Padau Passenger Cars 4992 4619 Utility Vehicle (Jeep, Van) 242 90 Two Wheeler 6210 4520 Three Wheelers 418 159 Other Passenger Vehicles 0 0 Minibus 64 49 Standard Buses 723 688 Tempo/ LCV 1106 1405 2-Axle Truck 1170 1784 3-Axle Truck 1592 1735 Multi Axle Vehicles 171 189 Tractors 241 226 HEM / EMV 19 13 Bycycles 820 417 Cycle Rickshaw 174 88 Hand/ Animal Cart 149 140 Total Exempted Ambulance/ Police/
Military/ VIP 4 5
Police/ Military Buses 0 0 Police/ Military Trucks 2 2
Total Vehicles Motorised Traffic 16954 15485 Non Motorised Traffic 1143 646 Total 18097 16130
Total PCUs Motorised Traffic 22919 23868 Non Motorised Traffic 1654 1227 Total 24573 25095
Tollable Traffic Vehicles 10079 10571 PCUs 18299 20418
Non Tollable Traffic Vehicles 8019 5559 PCUs 6273 4677
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The highest average daily traffic in terms of vehicles (18,097 vehicles) is observed at Km 18+000 (Kharkhauda) and PCUs (25,095 PCUs) is observed at Km 39+000 (Padau). It has been observed from the above table that, mode wise daily traffic flow at Km 39+000 (Padau) consists of higher freight traffic compared to the other location. The higher PCU observed at Km 39+000 is because of more freight traffic movement along the section.
5.5.3 Annual Average Daily Traffic (AADT)
Seasonal correction 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 derived based on the month wise fuel sale data collected from different fuel stations situated along the project road section. The month wise petrol and diesel sale data from different filling stations along the project road has been collected for the period April 2009 to June’2010. These data has been used to arrive at the seasonal variation in the traffic on the project road. The month wise fuel sale data used for calculating seasonal correction factor is presented in Appendix 5.3. The SCF is calculated separately for petrol driven and diesel driven vehicles on the project road. The adopted SCF for the different vehicles are given in Table 5.6.
Table 5.6: Adopted Seasonal Correction Factor
Vehicle Type SCF
Car 0.973
Utility Vehicle 0.973
2W 0.973
Auto 0.956
Bus 0.956
LCV 0.956
Trucks 0.956
Tractor Trailer 0.956
The seasonal correction factors presented above are used to convert Average Daily Traffic to Annual Average Daily Traffic (AADT) for various homogeneous sections of the project road. Section wise AADT thus obtained is shown in Table 5.7.
Table 5.7: Annual Average Daily Traffic
Vehicle Type Location NH 235 (KM 18+000) NH 235 (KM 39+000)
Kharkhauda Padau Passenger Cars 4857 4494 Utility Vehicle (Jeep, Van) 236 87 Two Wheeler 6042 4398 Three Wheelers 400 152 Other Passenger Vehicles 0 0 Minibus 61 47 Standard Buses 691 658 Tempo/ LCV 1058 1344 2-Axle Truck 1119 1706 3-Axle Truck 1522 1659 Multi Axle Vehicles 164 180
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Vehicle Type Location NH 235 (KM 18+000) NH 235 (KM 39+000)
Kharkhauda Padau Tractors 231 217 HEM / EMV 18 13 Bycycles 820 417 Cycle Rickshaw 174 88 Hand/ Animal Cart 149 140 Total Exempted Ambulance/ Police/
Military/ VIP 4 5
Police/ Military Buses 0 0 Police/ Military Trucks 2 2
Total Vehicles Motorised Traffic 16405 14963 Non Motorised Traffic 1143 646 Total 17549 15609
Total PCUs Motorised Traffic 22060 22945 Non Motorised Traffic 1654 1227 Total 23713 24172
Tollable Traffic Vehicles 9726 10189 PCUs 17589 19607
Non Tollable Traffic Vehicles 7822 5420 PCUs 6124 4565
The summary of Classified Traffic Volume Count for all locations is presented in Table 5.8 and Table 5.9 below.
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Table 5.8: Summary of Classified Traffic Volume Count at Km 18+000 Name of the Road: Meerut to Bulandshahr Section of NH 235 (Km 18+000) Location: NH 235 (Km 18+000)Direction: NH 235 (Km 18+000) Date: 11 Jun 10 to 18 Jun 10
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29
Pas
sen
ger
Car
s
Uti
lity
Veh
icle
(Je
ep,
Van
)
Tw
o W
hee
ler
Th
ree
Wh
eele
rs
Oth
er P
asse
ng
er
Veh
icle
s
Min
ibu
s
Sta
nd
ard
Bu
ses
Tem
po
/ L
CV
2-A
xle
Tru
ck
3-A
xle
Tru
ck
Mu
lti
Axl
e V
ehic
les
Tra
cto
rs
HE
M /
EM
V
Byc
ycle
s
Cyc
le R
icks
haw
Han
d/
An
imal
Car
t
Am
bu
lan
ce/
Po
lice
/ M
ilit
ary/
VIP
Po
lice
/ M
ilit
ary
Bu
ses
Po
lice
/ M
ilit
ary
Tru
cks
Veh
icle
PC
U
Veh
icle
PC
U
Veh
icle
PC
U
Veh
icle
PC
U
00:00-01:00 71 4 11 1 0 1 16 41 82 114 15 2 0 1 0 0 0 0 0 360 862 1.99 3.51 166 392 194 470 00:00-01:0001:00-02:00 47 3 9 1 0 1 18 27 73 118 18 1 0 0 0 0 0 0 0 316 811 1.75 3.30 142 369 174 441 01:00-02:0002:00-03:00 33 3 7 0 0 2 18 31 56 105 11 2 0 0 0 0 1 0 0 270 687 1.49 2.80 138 340 132 347 02:00-03:0003:00-04:00 35 3 4 2 0 0 15 20 52 76 8 1 0 1 0 1 0 0 0 219 550 1.21 2.24 116 295 103 255 03:00-04:0004:00-05:00 56 5 23 7 0 3 19 32 49 90 7 8 0 4 2 4 0 0 0 309 703 1.71 2.86 168 394 141 309 04:00-05:0005:00-06:00 101 7 107 12 0 2 22 32 45 69 9 7 1 35 4 7 0 0 0 459 773 2.54 3.15 228 406 231 367 05:00-06:0006:00-07:00 124 7 159 23 0 2 25 26 32 63 7 7 0 37 11 12 0 0 0 537 814 2.97 3.31 293 461 245 354 06:00-07:0007:00-08:00 152 10 283 27 0 2 32 34 36 38 4 13 1 65 14 15 0 0 1 727 936 4.02 3.81 363 497 364 439 07:00-08:0008:00-09:00 235 10 341 33 0 3 32 40 41 51 2 15 1 58 12 13 0 0 0 888 1099 4.91 4.47 441 575 447 524 08:00-09:0009:00-10:00 289 15 452 39 0 4 41 50 42 46 3 16 1 72 20 12 0 0 0 1101 1274 6.09 5.19 567 656 535 619 09:00-10:0010:00-11:00 360 17 551 33 0 3 45 49 34 35 4 22 3 76 22 9 0 0 0 1262 1369 6.97 5.57 562 620 700 749 10:00-11:0011:00-12:00 345 9 487 28 0 3 47 61 45 40 4 14 1 56 12 8 0 0 0 1160 1301 6.41 5.29 560 628 601 672 11:00-12:0012:00-13:00 284 16 413 19 0 4 37 50 37 46 4 15 3 52 10 6 0 0 0 996 1146 5.51 4.66 499 549 497 597 12:00-13:0013:00-14:00 291 12 385 29 0 6 41 56 36 55 4 12 1 36 7 6 0 0 0 977 1155 5.40 4.70 505 579 471 576 13:00-14:0014:00-15:00 274 10 335 23 0 5 42 63 35 54 4 11 1 35 6 3 0 0 0 900 1092 4.98 4.45 494 582 407 510 14:00-15:0015:00-16:00 286 12 371 23 0 5 39 70 38 46 2 15 1 34 6 3 0 0 0 951 1119 5.25 4.55 484 549 467 570 15:00-16:0016:00-17:00 317 5 393 21 0 4 38 56 45 47 6 12 1 29 12 4 0 0 0 990 1169 5.47 4.76 517 608 473 561 16:00-17:0017:00-18:00 345 13 455 23 0 3 44 66 41 42 5 13 0 64 11 9 0 0 0 1137 1290 6.28 5.25 588 656 548 634 17:00-18:0018:00-19:00 350 18 470 28 0 4 36 60 31 36 1 17 1 66 11 13 0 0 0 1141 1254 6.31 5.10 599 648 543 606 18:00-19:0019:00-20:00 343 17 481 19 0 3 30 66 46 51 3 14 1 58 8 11 0 0 0 1151 1299 6.36 5.29 592 680 559 619 19:00-20:0020:00-21:00 240 18 251 14 0 1 27 52 43 49 3 10 1 30 3 6 0 0 0 748 953 4.13 3.88 412 548 336 405 20:00-21:0021:00-22:00 192 10 143 7 0 1 21 51 62 95 11 5 1 6 3 4 0 0 0 614 1009 3.39 4.10 306 492 307 517 21:00-22:0022:00-23:00 127 10 53 3 0 1 19 40 74 101 14 4 0 4 1 1 0 0 0 452 903 2.50 3.67 205 393 248 510 22:00-23:0023:00-24:00 96 8 25 1 0 1 17 32 94 126 23 5 0 0 0 0 1 0 0 430 1006 2.38 4.09 204 448 225 558 23:00-24:00
Grand Total 4992 242 6210 418 0 64 723 1106 1170 1592 171 241 19 820 174 149 4 0 2 18097 24573 100 100 9148 12363 8949 12210 Grand Total
% Share 27.58 1.34 34.32 2.31 0.00 0.35 3.99 6.11 6.47 8.80 0.95 1.33 0.11 4.53 0.96 0.83 0.02 0.00 0.01 100 Directional Split: 50.5 50.3 49.5 49.7 % Share
10:00-11:00 360 17 551 33 0 3 45 49 34 35 4 22 3 76 22 9 0 0 0 1262 1369 7.0 5.6 562 620 700 749 10:00-11:0019:00-20:00 343 17 481 19 0 3 30 66 46 51 3 14 1 58 8 11 0 0 0 1151 1299 6.4 5.3 592 680 559 619 19:00-20:00
SALIENT FEATURESAverage Daily Traffic
Passenger Motor: 12,654 Vehs 69.9%
Goods Motorized: 4,300 Vehs 23.8%
Non Motorized: 1,143 Vehs 6.3%
Total ADT 18,097 Vehs 24,573 PCU
Total AADT 17,549 Vehs 23,713 PCU
Significant Peak Hour: 10:00-11:00
Peak Hour Traffic: 1,369 PCU 5.6%
Tollable Vehicles
Car/Jeeps 5,234
LCV/Mini Buses 1,170
Truck/Buses 3,484
Multi-Axle Trucks 171
Heavy Const Mach 19
PEAK CHARACTERISTICS
Time Period(Hours)
Motorized Vehicles Non Motorized Vehicle
Toll ExemptedTotal Number
(Both Direction)Hourly (%age)
(Both Direction)Meerut To
Bulandshahar (UP)Bulandshahar To
Meerut (DN)
Time Period(Hours)
Passenger Vehicle Goods Vehicle
25689 25982
23795
2615025448
23673
21275
0
5000
10000
15000
20000
25000
30000
AD
T (
in P
CU
)
Days of the Week
Weekly Traffic Variation
Sc/Mc34.3%
Auto Rickshaw2.3%
Car/Jeep28.9%
Buses4.3%
LCV/Tempo6.1%
Trucks17.6%
Tractors0.1%
NMTs6.3%
Traffic Composition (In Vehicle)
0
100
200
300
400
500
600
00
:00
-01
:00
01
:00
-02
:00
02
:00
-03
:00
03
:00
-04
:00
04
:00
-05
:00
05
:00
-06
:00
06
:00
-07
:00
07
:00
-08
:00
08
:00
-09
:00
09
:00
-10
:00
10
:00
-11
:00
11
:00
-12
:00
12
:00
-13
:00
13
:00
-14
:00
14
:00
-15
:00
15
:00
-16
:00
16
:00
-17
:00
17
:00
-18
:00
18
:00
-19
:00
19
:00
-20
:00
20
:00
-21
:00
21
:00
-22
:00
22
:00
-23
:00
23
:00
-24
:00
Ve
hic
le (N
o.)
Time Period
Hourly Variation
Sc/Mc Auto Rickshaw Car/Jeep BusesLCV/Tempo Trucks Tractors NMTs
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Table 5.9: Summary of Classified Traffic Volume Count at Km 39+000
Name of the Road: Meerut to Bulandshahr Section of NH 235 (Km 39/000) Location: NH 235 (Km 39/000)Direction: NH 235 (Km 39/000) Date: 12 Jun 10 to 19 Jun 10
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29
Pas
sen
ger
Car
s
Uti
lity
Veh
icle
(Je
ep,
Van
)
Tw
o W
hee
ler
Th
ree
Wh
eele
rs
Oth
er P
asse
ng
er
Veh
icle
s
Min
ibu
s
Sta
nd
ard
Bu
ses
Tem
po
/ L
CV
2-A
xle
Tru
ck
3-A
xle
Tru
ck
Mu
lti
Axl
e V
ehic
les
Tra
cto
rs
HE
M /
EM
V
Byc
ycle
s
Cyc
le R
icks
haw
Han
d/
An
imal
Car
t
Am
bu
lan
ce/
Po
lice
/ M
ilit
ary/
VIP
Po
lice
/ M
ilit
ary
Bu
ses
Po
lice
/ M
ilit
ary
Tru
cks
Veh
icle
PC
U
Veh
icle
PC
U
Veh
icle
PC
U
Veh
icle
PC
U
00:00-01:00 99 2 21 0 0 3 19 62 117 141 14 0 0 0 0 2 0 0 0 481 1116 2.98 4.45 249 583 232 533 00:00-01:0001:00-02:00 88 1 16 1 0 1 22 69 107 114 15 1 1 0 0 0 0 0 0 436 1010 2.70 4.02 247 578 190 432 01:00-02:0002:00-03:00 76 2 17 1 0 2 26 55 107 121 14 2 2 0 0 1 0 0 0 428 1022 2.65 4.07 208 495 219 528 02:00-03:0003:00-04:00 65 1 34 2 0 3 26 47 87 89 11 4 0 6 0 2 0 0 0 377 848 2.34 3.38 207 455 170 392 03:00-04:0004:00-05:00 86 0 56 5 0 2 20 48 86 100 10 6 0 12 2 6 0 0 0 440 931 2.73 3.71 237 497 203 434 04:00-05:0005:00-06:00 134 1 156 7 0 1 20 48 77 80 15 14 0 18 8 7 0 0 0 587 1024 3.64 4.08 229 442 358 582 05:00-06:0006:00-07:00 149 2 175 6 0 1 21 37 64 63 7 9 2 35 5 8 0 0 0 584 900 3.62 3.59 236 383 348 517 06:00-07:0007:00-08:00 175 2 231 14 0 3 24 48 66 54 5 13 0 45 5 12 0 0 0 696 1000 4.31 3.98 326 489 370 510 07:00-08:0008:00-09:00 206 2 272 10 0 2 25 60 55 42 1 12 0 30 6 11 0 0 0 735 968 4.55 3.86 338 448 396 520 08:00-09:0009:00-10:00 240 11 300 11 0 2 36 50 49 40 3 12 0 24 6 11 0 0 0 795 1024 4.93 4.08 391 497 404 527 09:00-10:0010:00-11:00 252 3 297 11 0 1 32 57 53 38 5 15 0 19 9 9 1 0 0 802 1045 4.97 4.16 383 477 419 567 10:00-11:0011:00-12:00 285 5 322 13 0 2 35 52 48 39 6 18 1 22 8 8 0 0 0 863 1097 5.35 4.37 438 559 425 538 11:00-12:0012:00-13:00 270 5 321 10 0 3 38 72 60 44 3 15 1 17 5 10 0 0 1 874 1149 5.42 4.58 487 640 388 509 12:00-13:0013:00-14:00 245 7 239 9 0 1 35 66 52 47 4 15 1 13 5 8 0 0 0 747 1037 4.63 4.13 392 545 356 492 13:00-14:0014:00-15:00 220 4 219 8 0 1 34 65 58 44 4 13 0 14 4 7 0 0 0 694 979 4.30 3.90 370 525 324 455 14:00-15:0015:00-16:00 214 5 216 7 0 2 33 59 48 38 4 13 0 14 3 6 0 0 0 660 903 4.09 3.60 358 485 303 418 15:00-16:0016:00-17:00 269 4 283 10 0 3 35 65 65 52 6 14 1 18 5 7 0 0 0 837 1137 5.19 4.53 400 528 436 609 16:00-17:0017:00-18:00 285 5 319 10 0 2 36 68 65 45 6 13 2 27 3 8 0 0 0 895 1168 5.55 4.65 428 561 467 607 17:00-18:0018:00-19:00 292 6 313 8 0 5 35 57 62 39 2 14 0 42 9 8 0 0 0 893 1127 5.53 4.49 431 538 462 589 18:00-19:0019:00-20:00 287 5 279 6 0 2 33 53 51 58 4 13 1 29 4 5 0 0 0 829 1075 5.14 4.28 433 576 395 498 19:00-20:0020:00-21:00 220 9 180 8 0 1 27 51 74 86 8 5 0 20 1 1 1 0 0 693 1046 4.30 4.17 336 489 357 557 20:00-21:0021:00-22:00 175 4 121 3 0 5 29 67 106 98 11 3 1 10 0 0 0 0 0 633 1121 3.93 4.47 296 490 338 631 21:00-22:0022:00-23:00 149 3 76 1 0 2 28 78 110 123 16 4 0 2 0 1 0 0 0 594 1192 3.68 4.75 282 558 312 634 22:00-23:0023:00-24:00 136 3 54 1 0 1 20 71 117 138 15 1 0 1 0 0 0 0 0 560 1178 3.47 4.70 288 599 272 579 23:00-24:00
Grand Total 4619 90 4520 159 0 49 688 1405 1784 1735 189 226 13 417 88 140 5 0 2 16130 25095 100 100 7989 12437 8142 12658 Grand Total
% Share 28.63 0.56 28.02 0.99 0.00 0.31 4.27 8.71 11.06 10.75 1.17 1.40 0.08 2.59 0.55 0.87 0.03 0.00 0.01 100 Directional Split: 49.5 49.6 50.5 50.4 % Share
00:00-01:00 99 2 21 0 0 3 19 62 117 141 14 0 0 0 0 2 0 0 0 481 1116 3.0 4.4 249 583 232 533 00:00-01:0022:00-23:00 149 3 76 1 0 2 28 78 110 123 16 4 0 2 0 1 0 0 0 594 1192 3.7 4.7 282 558 312 634 22:00-23:00
SALIENT FEATURESAverage Daily Traffic
Passenger Motor: 10,133 Vehs 62.8%
Goods Motorized: 5,352 Vehs 33.2%
Non Motorized: 646 Vehs 4.%
Total ADT 16,130 Vehs 25,095 PCU
Total AADT 15,609 Vehs 24,172 PCU
Significant Peak Hour: 22:00-23:00
Peak Hour Traffic: 1,192 PCU 4.7%
Tollable Vehicles
Car/Jeeps 4,708
LCV/Mini Buses 1,455
Truck/Buses 4,206
Multi-Axle Trucks 189
Heavy Const Mach 13
PEAK CHARACTERISTICS
Time Period(Hours)
Motorized Vehicles Non Motorized Vehicle
Toll ExemptedTotal Number
(Both Direction)Hourly (%age)
(Both Direction)Meerut To
Bulandshahar (UP)Bulandshahar To
Meerut (DN)
Time Period(Hours)
Passenger Vehicle Goods Vehicle
22180
26218
22235
2628125432
22514
30809
0
5000
10000
15000
20000
25000
30000
35000
AD
T (
in P
CU
)
Days of the Week
Weekly Traffic Variation
Sc/Mc28.0%
Auto Rickshaw1.0%
Car/Jeep29.2%
Buses4.6%
LCV/Tempo8.7%
Trucks24.4%
Tractors0.1%
NMTs4.0%
Traffic Composition (In Vehicle)
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Ve
hic
le (N
o.)
Time Period
Hourly Variation
Sc/Mc Auto Rickshaw Car/Jeep BusesLCV/Tempo Trucks Tractors NMTs
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5.5.4 Daily Traffic Variation
The Consultant has studied the daily variation of traffic over the survey duration for each location. Daily variation of traffic during different days of week at Km 18+000 (Kharkhauda) and Km 39+000 (Padau) in terms of Vehicles and PCUs has been illustrated in Figure 5.2.
0
5000
10000
15000
20000
25000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
DAILY TRAFFIC VOLUME SUMMARY NH 235 (KM 18+000) (in Vehicles)
NMT
Tractors
3 Axle, MAV, HEM & Police/ Military Trucks
2 Axle Trucks
LCV
Buses
Three Wheelers
Two Wheeler
Ambulance/ Police/ Military/ VIP
Cars0
5000
10000
15000
20000
25000
30000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
DAILY TRAFFIC VOLUME SUMMARY NH 235 (KM 18+000) (in PCUs)
0
5000
10000
15000
20000
25000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
DAILY TRAFFIC VOLUME SUMMARY NH 235 (KM 39/000) (in Vehicles)
NMT
Tractors
3 Axle, MAV, HEM & Police/ Military Trucks
2 Axle Trucks
LCV
Buses
Three Wheelers
Two Wheeler
Ambulance/ Police/ Military/ VIP
Cars0
5000
10000
15000
20000
25000
30000
35000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
DAILY TRAFFIC VOLUME SUMMARY NH 235 (KM 39/000) (in PCUs)
Figure 5.2: Daily Traffic Variation
From the above figure, the daily variation of traffic along the project road has been observed to vary among each survey station. The salient features at each location are as follows:
At Km 18+000 (Kharkhauda), slight variation in traffic flow has been observed from Tuesday to Saturday and higher traffic flow is observed on Sunday & Monday. The highest traffic flow in terms of vehicle has been observed on Monday and lowest traffic flow on Friday.
At Km 39+000 (Padau), slight variation of daily traffic flow has been recorded except on Saturday. The highest daily traffic flow has been observed on Saturday and lowest on Tuesday.
The general pattern of daily traffic recorded varies at all the locations 5.5.5 Hourly Variation and Peak Hour Share of Traffic
Analysis has been carried out to study the hourly variation and peak hour traffic characteristics. Hourly variations of traffic for various modes at each survey location have been illustrated pictorially in Figure 5.3.
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0
200
400
600
800
1000
1200
1400
HOURLY TRAFFIC VARIATION AT NH 235 (KM 18+000) (in Vehicles)
NMT Tractors3 Axle, MAV, HEM & Police/ Military Trucks 2 Axle TrucksLCV BusesThree Wheelers Two WheelerAmbulance/ Police/ Military/ VIP Cars
0
200
400
600
800
1000
1200
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HOURLY TRAFFIC VARIATION AT NH 235 (KM 18+000) (in PCUs)
0
100
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HOURLY TRAFFIC VARIATION AT NH 235 (KM 39/000) (in Vehicles)
NMT Tractors3 Axle, MAV, HEM & Police/ Military Trucks 2 Axle TrucksLCV BusesThree Wheelers Two WheelerAmbulance/ Police/ Military/ VIP Cars
0
200
400
600
800
1000
1200
1400
HOURLY TRAFFIC VARIATION AT NH 235 (KM 39/000) (in PCUs)
Figure 5.3: Hourly Variation of Traffic The above figures depict that freight and passenger traffic movement occurs throughout the entire day at all the locations. Among the passenger traffic, two-wheelers and cars has been observed to be the pre-dominant mode at each location along the project road section. It is also clearly observed that a significant movement of freight traffic takes place during nights and early in the mornings.
The Peak Hour share is defined as the ratio of the traffic volume in PCUs during the peak hour to the traffic volume in PCUs in a day. The variation of morning and evening peak hour share at each count location on the project road has been presented in the Table 5.10
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Table 5.10: Peak Hour Traffic
Survey Location Morning Peak
duration Peak Hour Flow Evening Peak
duration Peak Hour Flow
PCUs Peak hour share (%)
PCUs Peak hour share (%)
Km 18+000 (Kharkhauda)
10:00-11:00 1369 5.6 19:00-20:00 1299 5.3
Km 39+000 (Padau)
00:00-01:00 1116 4.4 22:00-23:00 1192 4.7
It is observed that along the project road, morning peak hour has been observed at 10:00 to 11:00 hours and evening peak hours at 19:00 to 20:00 hours at Km 18+000 (Kharkhauda). The peak hour at Km 39+000 (Padau) occurs around midnight because of higher freight traffic movement. The morning peak hour traffic share varies from 4.4 to 5.6 percent and 4.7 to 5.3 percent during the evening peak hours.
5.5.6 Directional Distribution
The directional traffic data was analyzed to establish the directional distribution of traffic. The observed variation of directional traffic in terms of percentage at each survey location has been presented in the Table 5.11. The directional distribution is almost equal in both directions at all the three locations.
Table 5.11: Directional Distribution Share
S No.
Location Directional Distribution (%) in PCU
Meerut to Bulandshahr
Bulandshahr to Meerut
1 NH 235 (Km 18+000) Kharkhauda
50% 50%
2 NH 235 (Km 39+000) Padau 50% 50%
The directional traffic distribution is similar at both the locations with equal share of traffic in both the directions.
5.5.7 Traffic Composition
The traffic composition on the project road has been analyzed to derive the vehicle mode which travels on the project road and the travel pattern. The composition of traffic as observed at various survey locations is presented in Figure 5.4.
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Cars29%
Ambulance/ Police/ Military/
VIP0%
Two Wheeler34%
Three Wheelers
2%
Buses5%
LCV6%
2 Axle Trucks7%
3 Axle, MAV, HEM & Police/ Military Trucks
10%
Tractors1%
Non Motorised Traffic
6%
TRAFFIC COMPOSITION AT NH 235 (KM 18+000) Average Vehicles
Cars21%
Ambulance/ Police/
Military/ VIP0%
Two Wheeler13%
Three Wheelers
2%Buses9%
LCV7%
2 Axle Trucks14%
3 Axle, MAV, HEM & Police/ Military Trucks23%
Tractors4%
Non Motorised Traffic7%
TRAFFIC COMPOSITION AT NH 235 (KM 18+000) Average PCUs
Cars29%
Ambulance/ Police/ Military/
VIP0%
Two Wheeler28%
Three Wheelers
1%
Buses5%
LCV9%
2 Axle Trucks11%
3 Axle, MAV, HEM & Police/ Military Trucks
12%
Tractors1%
Non Motorised Traffic
4%
TRAFFIC COMPOSITION AT NH 235 (KM 39/000) Average Vehicles
Cars19% Ambulance/
Police/ Military/ VIP
0%
Two Wheeler9%
Three Wheelers
1%
Buses9%
LCV8%
2 Axle Trucks21%
3 Axle, MAV, HEM & Police/ Military Trucks24%
Tractors4%
Non Motorised Traffic5%
TRAFFIC COMPOSITION AT NH 235 (KM 39/000) Average PCUs
Figure 5.4: Composition of Traffic
The above shows that the share of total motorized traffic is about 95% of the total traffic at both the locations. This indicates the project road has been governed by motorized traffic. Two-wheelers and Cars constitute about 60% of the total traffic at both locations. The contribution of freight vehicular traffic is higher at Km 39+000 (Padau) with 32% of the total traffic and 23% at Km 18+000 (Kharkhauda). In PCU terms, freight traffic contributes to 54% of traffic at Km 39+000 and 44% at Km 18+000. Among the freight vehicles, 2-Axle and 3-Axle trucks have been recorded as the predominant mode of traffic. The share of Bus traffic is 5% at both the locations.
5.6 Analysis of O-D Survey Data
5.6.1 Data Checking
The collected data were entered into the computer and checked manually. Incorrect entries were corrected by cross-checking it with original field data sheets. The data was also checked for inconsistencies. The checking included:
Code number exceeding highest code Matching vehicle type with commodity carried Vehicle type with their corresponding lead/load/occupancy for any inconsistencies
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The checked and corrected data were used for final analysis. Table 5.12 presents the validated size of sample collected at the O-D locations.
Table 5.12: Sample Size of O-D Survey
S No Location NH 235 (Km 18+000) NH 235 (Km 39+000) Mode Total Sample Sample % Total Sample Sample %
1 Passenger Cars 4857 632 13.0 4494 577 12.8 2 Utility Vehicle (Jeep, Van) 236 34 14.4 87 38 43.6 3 Minibus 61 20 32.9 47 31 65.6 4 Standard Buses 691 510 73.8 658 202 30.7 5 Tempo/ LCV 1058 181 17.1 1344 148 11.0 6 2-Axle Truck 1119 225 20.1 1706 195 11.4 7 3-Axle Truck 1522 200 13.1 1659 249 15.0 8 Multi Axle Vehicles 164 30 18.3 180 25 13.9
5.6.2 Zoning System
The zoning system has been defined by district level at the first stage and states at the second. The project corridor lies entirely within the state of Uttar Pradesh. Also, it was observed that most of the traffic on the project road was to and from within the state. With a view to understand the distribution of trips within the state forty eight districts in the state of Uttar Pradesh have been assigned separate zone codes. Outside of Uttar Pradesh complete states have been taken as zones and assigned separate codes. In all, total 73 traffic zones have been considered for the analysis of project road. Out of which 72 zones have been considered in the entire country and the neighboring country Nepal has been considered as one zone since freight movement have been recorded during the OD survey.
The districts, through which the project road passes namely Meerut and Bulandshahr are termed as internal zones, while the rest of the zones are considered external. The traffic zones considered for travel analysis is listed in Table 5.13.
Table 5.13: Adopted Zoning System for the Study
Zone No Zone Name Zone No Zone Name 1010 Uttar Pradesh-Agra 1100 Andhra Pradesh 1011 Uttar Pradesh-Aligarh 1200 Assam 1012 Uttar Pradesh-Allahabad 1300 Bihar 1013 Uttar Pradesh-Auraiya 1400 Chandigarh 1014 Uttar Pradesh-Badaun 1500 Chhattisgarh 1015 Uttar Pradesh-Baghpat 1600 Delhi 1016 Uttar Pradesh-Bahraich 1700 Goa 1017 Uttar Pradesh-Ballia 1800 Gujarat 1018 Uttar Pradesh-Banda 1900 Haryana 1019 Uttar Pradesh-Bareilly 2000 Himachal Pradesh 1020 Uttar Pradesh-Bijnor 2100 Jammu Kashmir 1021 Uttar Pradesh-Bulandshahr 2200 Jharkhand 1022 Uttar Pradesh-Chandauli 2300 Karnataka 1023 Uttar Pradesh-Etah 2400 Kerala 1024 Uttar Pradesh-Etawah 2500 Madhya Pradesh 1025 Uttar Pradesh-Faizabad 2600 Maharashtra 1026 Uttar Pradesh-Farrukhabad 2700 Manipur 1027 Uttar Pradesh-Fatehpur 2800 Orissa 1028 Uttar Pradesh-Firozabad 2900 Punjab
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Zone No Zone Name Zone No Zone Name 1029 Uttar Pradesh-Gautam Buddha Nagar 3000 Rajasthan 1030 Uttar Pradesh-Ghaziabad 3100 Tamil Nadu 1031 Uttar Pradesh-Ghazipur 3200 Uttrakhand 1032 Uttar Pradesh-Gonda 3300 West Bengal 1033 Uttar Pradesh-Gorakhpur 3400 Nepal 1034 Uttar Pradesh-Hamirpur 2410 Maharashtra-Mumbai 1035 Uttar Pradesh-Hardoi 1036 Uttar Pradesh-Jalaun 1037 Uttar Pradesh-Jhansi 1038 Uttar Pradesh-Amroha 1039 Uttar Pradesh-Kannauj 1040 Uttar Pradesh-Kanpur Nagar 1041 Uttar Pradesh-Kasganj 1042 Uttar Pradesh-Lucknow 1043 Uttar Pradesh-Hathras 1044 Uttar Pradesh-Mahoba 1045 Uttar Pradesh-Mainpuri 1046 Uttar Pradesh-Mathura 1047 Uttar Pradesh-Meerut 1048 Uttar Pradesh-Mirzapur 1049 Uttar Pradesh-Moradabad 1050 Uttar Pradesh-Muzaffarnagar 1051 Uttar Pradesh-Pilibhit 1052 Uttar Pradesh-Pratapgarh 1053 Uttar Pradesh-Rampur 1054 Uttar Pradesh-Saharanpur 1055 Uttar Pradesh-Sonbhadra 1056 Uttar Pradesh-Unnao 1057 Uttar Pradesh-Varanasi
5.6.3 Commodity Groups
The different commodities recorded during the O-D survey have been classified in twenty-four categories as given in Table 5.14. Due consideration has been given to include all possible commodities and to categorize them into homogeneous groups.
Table 5.14: Classification of Commodities S. No Commodity Type
1 Food grains / Pulses & Spices 2 Milk, Fruits &Vegetables 3 Processed / Packaged Food / Edible Oil 4 Cotton / Bales / Cotton or Synthetic Yarn / Fibres 5 Textiles / Clothing / Readymade Garments 6 Leather Products 7 Handicrafts 8 Petroleum Products / HSD / Petrol 9 Minerals and Ores
10 Iron & Steel (Aluminum or Metal) Rods / Bars / Sheets 11 Metal Scrap 12 Timber / Wood and Products 13 Paper 14 Coke / Coal
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S. No Commodity Type 15 Automobiles 16 Machines & Auto Spare Parts 17 Rubber / Plastics 18 Tyres 19 Chemicals / Fertilizers 20 Pharmaceutical Products 21 Building Materials 22 Electronic / Computers / Electrical Appliances 23 Others 24 Empty
5.6.4 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 by stopping and interviewing the fast moving vehicles. 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 has been taken to eliminate any element of bias in the sampling method. 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“ would be 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 take place. The vehicle wise O-D matrices for each survey locations are developed by multiplying the sample O-D matrix obtained from the survey data with the expansion factor.
O-D matrices for different vehicle type for each location in the project road are presented in Appendix 5.4. On the basis of O-D matrices, travel pattern of the vehicles moving on the project road is discussed below.
5.6.5 Commodity Analysis
During the O-D surveys, information of goods pertaining to commodity and tonnage were recorded along with the origin and destination details.
The information so collected was analyzed to assess the kind of goods movement on the project road. The commodity wise goods movement pattern at all locations across different vehicle categories in terms of percent share has been presented in Table 5.15.
Table 5.15: Commodity Wise Goods Movement Pattern (%)
Commodity Types NH 235 (Km 18+000) NH 235 (Km 39+000)Kharkhauda Padau
Tem
po/
L
CV
2-
Axl
e T
ruck
3-
Axl
e T
ruck
M
ult
i A
xle
Tem
po/
L
CV
2-
Axl
e T
ruck
3-
Axl
e T
ruck
M
ult
i A
xle
Food grains / Pulses & Spices 3.76 2.70 0.00 0.00 0.56 4.05 2.80 0.00Milk, Fruits &Vegetables 13.51 5.37 6.59 7.93 8.73 9.83 6.80 0.00Processed / Packaged Food / Edible Oil 2.56 3.70 0.49 0.00 3.40 2.60 4.75 0.00Cotton / Bales / Cotton or Synthetic Yarn / 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
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Commodity Types NH 235 (Km 18+000) NH 235 (Km 39+000)Kharkhauda Padau
Tem
po/
L
CV
2-
Axl
e T
ruck
3-
Axl
e T
ruck
M
ult
i A
xle
Tem
po/
L
CV
2-
Axl
e T
ruck
3-
Axl
e T
ruck
M
ult
i A
xle
Fibres Textiles / Clothing / Readymade Garments 2.05 0.92 0.00 0.00 4.57 2.60 3.66 0.00Leather Products 2.73 2.63 0.00 0.00 3.65 2.05 3.61 0.00Handicrafts 1.20 1.85 0.00 0.00 1.67 0.50 1.98 0.00Petroleum Products / HSD / Petrol 2.73 4.55 1.97 0.00 0.86 4.08 2.43 7.95Minerals and Ores 0.00 3.06 4.06 0.00 3.10 2.58 4.02 0.00Iron & Steel (Aluminum or Metal) Rods / Bars / Sheets
5.47 9.63 2.46 19.82 2.23 1.53 1.57 8.06
Metal Scrap 0.00 1.39 0.00 0.00 2.54 2.05 4.39 0.00Timber / Wood and Products 5.13 3.99 2.49 0.00 1.98 1.05 1.22 0.00Paper 2.05 3.10 1.48 0.00 11.62 11.31 6.82 0.00Coke / Coal 1.20 0.00 0.00 0.00 1.98 3.60 4.88 0.00Automobiles 2.22 0.86 1.48 3.96 0.00 1.03 0.79 0.00Machines & Auto Spare Parts 1.02 1.32 1.52 5.56 0.56 0.50 1.63 7.95Rubber / Plastics 0.00 0.00 0.49 0.00 1.98 2.58 0.80 0.00Tyres 0.00 0.92 0.00 0.00 2.54 4.15 2.00 0.00Chemicals / Fertilizers 0.00 2.24 0.00 0.00 4.57 1.53 3.22 0.00Pharmaceutical Products 0.00 0.92 0.00 0.00 0.56 0.50 0.41 0.00Building Materials 1.02 3.17 24.64 11.89 1.73 0.00 7.85 11.98Electronic / Computers / Electrical Appliances
0.00 0.92 0.00 0.00 1.67 1.05 1.18 0.00
Others 4.10 2.67 7.93 6.75 2.84 1.55 4.49 8.06Empty 49.24 44.09 44.39 44.08 36.65 39.28 28.70 56.01Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
The predominant commodity plying on the project corridor has been observed as milk, fruits & vegetables, iron & steel, paper and building materials. It can be observed that at Km 18+000 (Kharkhauda), the major commodity transported by LCV is milk, fruits and vegetables, 2-axle transports iron & steel, and 3-Axle trucks transport mainly building materials. The major commodities transported by MAVs are Iron & steel, building materials and Milk. At Km 39+000 (Padau), the major commodity transported by LCV, 2-Axle and 3-axle trucks are paper, milk and fruits & vegetables. The other main commodity transported by 3-axle trucks is building materials. The major commodities transported by MAVs are building materials, iron & steel, machines & auto spares and petroleum products. High share of empty vehicle has also been observed on the corridor.
5.6.6 Travel Pattern
To understand the travel pattern of vehicular trips along the project road, O-D has been analyzed for “through traffic” and “local traffic”. Through traffic is the traffic, which traverses the project road entirely or partly but originates and destined beyond the traffic analysis zones along the project corridor (internal zones). Local traffic is the traffic which moves partially on the project road i.e., the traffic which is either originated or terminated; or both originated and terminated within the traffic analysis zones along the project road (internal zones). Travel pattern observed on the project road is as shown in Table 5.16.
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Table 5.16: Share of Travel Pattern (%)
Vehicle Type Internal-Internal Zones
Internal-External Zones
External-Internal Zones
External-External Zones
Passenger Car 33.68 24.76 30.54 11.02 Utility Vehicle (Jeep, Van etc.)
37.95 15.28 32.63 14.14
Mini Bus 39.17 25.21 28.01 7.62 Bus 54.48 17.07 19.77 8.68 LCV 22.89 31.28 26.63 19.20 2 Axle Truck 15.17 25.88 25.14 33.81 3 Axle Truck 15.45 23.14 18.10 43.31 MAV 5.57 18.91 20.07 55.45
The analysis of travel pattern reveals that among freight traffic, about 38% of freight traffic are through traffic to the project corridor and another 23% of freight traffic are destined traffic. Among the passenger traffic, almost 41% of the passenger trips are completed with the surrounding areas of the project road and about 10% of the passenger trips are through traffic.
The travel pattern of goods and passengers along the project road has been presented pictorially by means of desire line diagram. The desire line diagram for OD-Goods Vehicles and OD-Passenger Vehicles are shown in Figure 5.5, Figure 5.6, Figure 5.7, Figure 5.8, Figure 5.9, and Figure 5.10.
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Figure 5.5: Desire Line Diagram for OD Goods Vehicles for both locations
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Figure 5.6: Desire Line Diagram for OD Passenger Vehicles for both locations
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Figure 5.7: Desire Line Diagram for OD Goods Vehicles at Km 18+000 (Kharkhauda)
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Figure 5.8: Desire Line Diagram for OD Goods Vehicles at Km 39+000 (Padau)
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Figure 5.9: Desire Line Diagram for OD Passenger Vehicles at Km 18+000 (Kharkhauda)
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Figure 5.10: Desire Line Diagram for OD Passenger Vehicles at Km 39+000 (Padau)
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5.6.7 Lead Load Analysis
The O-D survey data has also been analyzed to obtain lead and load ranges for various categories of trucks. 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 for passenger and freight vehicles at each location in terms of percentage has been presented in Table 5.17 and Table 5.18 respectively.
Table 5.17: Lead Distribution of Passengers Vehicles (%)
Lead Range (Km) NH 235 (Km 18+000) NH 235 (Km 39+000) Kharkhauda Padau
Pas
sen
ger
Car
U
tili
ty
Veh
icle
M
inib
us
Bu
s
Pas
sen
ger
Car
U
tili
ty
Veh
icle
M
inib
us
Bu
s
Less than 20 Km 13.8 24.3 0.0 0.0 7.9 2.2 0.0 0.0 20 to 40 Km 36.2 36.5 48.2 28.0 5.3 11.3 9.1 6.3 40 to 80 Km 30.0 33.1 41.5 46.5 54.1 32.2 62.5 72.4 80 to 100 Km 4.0 0.0 0.0 0.2 19.5 30.4 0.0 1.0 100 to 200 Km 7.2 2.5 6.8 4.7 4.6 8.3 9.1 5.3 200 to 500 Km 8.3 3.6 3.5 18.6 8.1 15.7 19.3 14.1 500 to 1000 Km 0.6 0.0 0.0 2.0 0.6 0.0 0.0 1.0 Greater than 1000 Km 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
Table 5.18: Lead Distribution of Freight Vehicles (%)
Lead Range (Km) NH 235 (Km 18+000) NH 235 (Km 39+000)
Kharkhauda Padau
LC
V
2-A
xle
Tru
ck
3-A
xle
Tru
ck
MA
V
LC
V
2-A
xle
Tru
ck
3-A
xle
Tru
ck
MA
V
Less than 20 Km 9.9 1.4 2.7 0.0 9.6 4.1 2.2 25.0 20 to 40 Km 33.5 21.5 9.9 13.6 14.6 6.4 4.7 4.2 40 to 80 Km 36.6 24.0 20.8 27.2 33.6 35.0 25.6 16.7 80 to 100 Km 3.9 3.8 11.4 4.4 6.3 7.4 8.9 0.0 100 to 200 Km 9.9 18.9 10.3 0.0 16.3 12.6 14.1 8.3 200 to 500 Km 5.6 28.1 40.0 35.5 17.9 28.7 36.3 33.5 500 to 1000 Km 0.5 2.4 4.9 19.3 1.7 5.8 8.3 12.4 Greater than 1000 Km 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
The above analysis reveals that at Km 18+000 (Kharkhauda), 80% of passenger car trips, 94% of Utility vehicle trips and 75% of Bus trips are completed within 80 kms whereas 90% of minibus trips have a trip length of 20-40 kms. Long distance Bus trips contribute about 18% with a trip length of 200-500 kms. At km 39+000 (Padau), more than 58% of all passenger vehicle trips are completed within 80 kms and maximum trips within 40-80 km ranging from 33.5% for Utility Vehicle trips to 72.45 for Bus trips. The contribution of long distance are, 8% of passenger cars, 10.8% of Utility vehicle, 14% of Bus trips, 195 of Minibus trips with a trip length of 200-500 kms. The average trip length of passenger cars and bus is similar at both locations.
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For freight traffic, at Km 18+000 (Kharkhauda), 80% of LCV trips are completed within 80 kms and another 15% within 100-500 kms, 47% of 2-axle truck trips are within 0-80 kms and another 47% within 100-500 kms, 33% of 3-axle truck trips are within 0-80 kms and another 50% within 100-500 kms, 40% of MAV trips are within 0-80 kms and another 35% within 100-500 kms. Majority of LCV and 2-axle truck trips are short haul trips and 45% of 3-axle and 55% of MAV trips are long haul trips. At km 39+000 (Padau), maximum freight traffic trips are covered within 0-80 kms and 100-500 kms range. The majority of freight traffic trips are short haul trips and about 45% of 3-Axle and MAV trips are long haul trips. The average trip lengths of 2-axle and 3-axle trucks are similar at both locations; higher trip length for MAV is observed at Km 18+000. The average trip length of all modes on the project road is presented in the given Table 5.19 below.
Table 5.19: Average Trip Length
Mode Average Trip Length (Km) NH 235 (Km 18+000) NH 235 (Km 39+000) All
Kharkhauda Padau Passenger Cars 89 91 90 Utility Vehicle (Jeep, Van) 45 97 59 Minibus 66 110 85 Standard Buses 117 119 118 Tempo/ LCV 67 116 95 2-Axle Truck 208 184 194 3-Axle Truck 276 264 270 Multi Axle Vehicles 322 241 280
The distribution of load among various freight vehicles observed at each location is presented in the Table 5.20.
Table 5.20: Load Distribution of Freight Vehicles (%)
Load Range (Tonnes) NH 235 (Km 18+000) NH 235 (Km 39+000) Kharkhauda Padau
LC
V
2-A
xle
Tru
ck
3-A
xle
Tru
ck
MA
V
LC
V
2-A
xle
Tru
ck
3-A
xle
Tru
ck
MA
V
Empty 52.4 44.5 44.4 44.1 36.7 39.3 28.7 56.0 Less than 2 11.1 4.5 0.0 0.0 12.4 2.1 0.0 0.0 2 - 4 12.7 2.3 4.5 0.0 23.9 1.0 1.6 0.0 4 - 6 12.4 3.6 0.0 2.8 15.2 3.7 0.8 8.1 6 - 10 9.3 6.8 4.5 0.0 9.5 22.4 3.1 7.9 10 - 15 1.1 10.6 4.0 0.0 1.7 19.4 7.5 8.1 15 - 20 1.1 17.6 7.5 7.9 0.6 7.4 20.0 0.0 20 - 25 0.0 5.6 5.6 0.0 0.0 3.1 16.5 4.0 25 - 30 0.0 4.5 21.2 0.0 0.0 1.6 15.8 0.0 30 - 35 0.0 0.0 8.4 0.0 0.0 0.0 5.6 0.0 Greater than 35 0.0 0.0 0.0 45.2 0.0 0.0 0.4 16.0 Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
The analysis of loading pattern indicates that major share of LCV carries load ranges upto 10 tonnes, 2 axle trucks carries load ranges mostly between 15-20 tonnes and 3 axle truck carries load ranges between 25-30 tonnes. It has been also observed that MAV has varying load distribution ranging from 35 tonnes and above.
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The average load carried by freight vehicles on the project road is presented in Table 5.21.
Table 5.21: Average Load
Mode Average Load (Tonnes) including Empty Vehicles excluding Empty Vehicles
Tempo/ LCV 2.5 4.1 2-Axle Truck 6.7 11.4 3-Axle Truck 13.0 20.4 Multi Axle Vehicles 14.9 29.9
5.6.8 Trip Frequency Distribution
The trip frequency distribution of different mode of vehicles plying on the project road has been analyzed. The average trip frequency distribution of each mode of vehicle plying on the corridor is presented in Table 5.22. From the table, it can be clearly seen that passenger vehicles traveling along the project road are occasional travelers whereas more than 78% of Bus and Minibus travel daily. Among the freight traffic, about 20% of LCV and 2-Axle truck travel along the project more than 2/3 times a week, 35% of LCV and 2-Axle truck travels atleast once a month. The highest share of 3-Axle truck and MAV has been recorded with a monthly and occasionally trip frequency.
Table 5.22: Average Trip Frequency Distribution (%)
Trip Frequency
Pas
sen
ger
Car
s U
tili
ty
Veh
icle
M
inib
us
Bu
s
Tem
po/
L
CV
2-
Axl
e T
ruck
3-
Axl
e T
ruck
M
ult
i Axl
e V
ehic
les
Daily 1.8 2.2 90.2 78.6 9.8 5.7 5.2 8.2 2/3 Times a week 16.2 11.6 7.0 19.3 18.6 16.0 16.2 8.1 Weekly 6.3 11.8 1.3 1.0 19.4 12.4 12.1 19.3 Monthly 18.4 40.6 0.0 0.0 16.3 26.2 28.2 46.1 Occassionaly 57.3 33.6 1.5 1.1 35.7 39.7 38.3 18.2 Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
5.7 Analysis of Turning Movement Survey Data
5.7.1 Peak Hour Traffic
Data Analysis of turning movement at major intersection reveals that morning peak hour is 06:00 to 07:00 hours at Sikandrabad T-Junction and 00:00 to 01:00 hours at Bulandshahr Junction and evening peak hour is 18:00 to 19:00 hours and 13:00 to 14:00 hours respectively.
The respective peak hour and peak traffic volumes during the survey at the major intersections are presented in following Table 5.23.
Table 5.23: Peak Hour Traffic at Intersections
Location ADT (PCUs)
Morning Peak Evening Peak Peak
Duration (Hours)
All Directions
total of daily flows (PCUs)
Peak Hour Share (%)
Peak Duration (Hours)
All Directions
total of daily flows (PCUs)
Peak Hour Share (%)
Km 47+900 (Sikandrabad)
44000 0600 to 0700
2601 5.9 1800 to 1900
2834 6.4
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Location ADT (PCUs)
Morning Peak Evening Peak Peak
Duration (Hours)
All Directions
total of daily flows (PCUs)
Peak Hour Share (%)
Peak Duration (Hours)
All Directions
total of daily flows (PCUs)
Peak Hour Share (%)
Km 66+482 (Bulandshahr)
83138 0000 to 0100
3515 4.2 1300 to 1400
4844 5.8
The highest peak hour traffic has been observed at Bulandshahr. The peak hour share has been observed to vary from 4.2% to 6.4% at different junctions. Maximum traffic is observed at Bulandshahr Junction due to major cross roads to Aligarh and Ghaziabad.
Hourly turning movement data for peak hours for major intersections is analyzed for the junction design. The Turning movement diagrams and data of these junctions would also be used for identifying major movement streams and predominant modes at the junctions for geometric designs and preparation of junction improvement plans. The turning movement flow diagrams and turning movement data is presented in Appendix 5.5.
5.7.2 Analysis and Improvement Proposal
The analysis has been carried out for assessment of grade separation requirements at each of the selected major junctions on the project road. The average daily traffic of cross roads and peak hour traffic in terms of PCU’s at each junction has been projected with the adopted traffic growth rate for the project road estimated as per guidelines provided in Clause 5.5.4 of IRC:SP:84-2009 “Manual of Specifications & Standards for four Lanning of National Highways on Public Private Partnership” and IRC:108-1996 “Guidelines for Traffic Prediction on Rural Highways”. The forecasted average daily traffic of cross roads at each Junction is summarized in Table 5.24.
Table 5.24: Projected Average Daily Traffic of Cross Roads at Junctions
Junction
Average Daily traffic in PCUs
(Cross Roads to the Project Road)
Base Year 5 Year 10 Year 15 Year 20 Year
2011 2016 2021 2026 2031
Km 47+900 (Sikandrabad)
7278 10412 15037 21931 30575
Km 66+482 (Bulandshahr)
45815 65134 91748 129604 177580
Peak hour share has been observed varying in between 4.2% and 6.4% at different junctions. The peak hour share has been adopted as per the peak hour share at the specific junction. Peak hour forecasted traffic at Junction is summarized in Table 5.25.
Table 5.25: Projected Peak Hour Traffic at Junctions
Junction Adopted Peak Hour Share
Peak Hour traffic in PCUs (Total in all arms)
Base Year 5 Year 10 Year 15 Year 20 Year2011 2016 2021 2026 2031
Km 47+900 (Sikandrabad) 6.4% 2816 4110 5985 8750 12245 Km 66+482 (Bulandshahr) 5.8% 4822 6941 9888 14113 19471
As the project road is mostly passing through many cross roads, improvement proposals at the
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major junctions on the project road are worked out as per the conditions provided in Clause 2.13.2 of IRC: SP: 84-2009, “Manual of Specifications & Standards for four Lanning of National Highways on Public Private Partnership” and IRC: 92-1985 “Guidelines for the Design of Interchange in Urban Areas” which states that:
The vehicular under/overpass structure shall be provided at the intersection of the Project Highway with all the National Highways and State Highways. Such under/over passes shall also be provided across other categories of roads carrying an average daily traffic of more than 5000 Passenger Car Units (PCUs) on the date of inviting bids.
An Interchange may be justified when an at-grade intersection fails to handle the volume of traffic resulting in serious congestion and frequent choking of the intersection. This situation may arise when the total traffic of all the arms of the intersection is in excess 10,000 PCUs per hour.
As per the present traffic volume on the cross roads, both junctions warrants a grade separator as the present average daily traffic is more than 5000 PCUs. The Junction wise improvements are presented in Table 5.26.
Table 5.26: Junction wise Improvement Junction Type of
Junction Cross Road
Details Proposed
Improvement Remarks
Km 47+900 (Sikandrabad)
‘Three Arms’ Jn.
Right - To Sikandrabad
Grade Separator Urban Section and major arterial cross road
Km 66+482 (Bulandshahr)
‘Four Arms’ Jn.
Straight - NH-91: To Aligarh Right - NH-91: To Ghaziabad
Grade Separator Roads leading to major towns and traffic warrants grade separator.
5.8 Analysis of Axle Load Survey Data
5.8.1 General
The intensity of traffic loading and the corresponding damaging power of different categories of vehicles is an important parameter for the design of pavements. The main objective of the axle load survey is to determine a Vehicle Damaging Factor (VDF) of each commercial vehicle and their axle load spectrum/distribution and expected damage on pavement and extent of over loading.
5.8.2 Location
Axle load survey was conducted for duration of about 48-hours (both direction) along with the volume count simultaneously at both locations, Km 18+000 (Kharkhauda) and Km 39+000 (Padau) to assess the axle load spectrum on the project road and in turn to determine the Vehicle Damage Factor (VDF) for commercial vehicles. The survey was done using portable weigh pad. Axle load survey was conducted to cover both directional traffic and both for empty and loaded commercial vehicles i.e. Light Goods Vehicles, 2-axle trucks, 3-axle tracks, multi-axle trucks and buses.
5.8.3 Vehicle Damaging Factor
The Vehicle Damaging factor (VDF) is an important indexing factor for characterizing the traffic loading on the road. The VDF can easily be computed from the axle load data by the following formula, provided sufficiently large and fairly distributed sample of vehicles are included in the axle load survey. The vehicle damage factor is a multiplier to convert the number of commercial vehicles of different axle loads and axle configuration to the number of standard axle load repetitions. It is defined as equivalent number of standard axle per commercial vehicle. The VDF
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varies with the vehicle axle configuration, axle loading, terrain, type of road and from region to region.
WeighedVehicles ofNumber
EAL TotalVDF
5.8.4 Load Equivalence Factors
For design purpose the variation in axle loads is usually handled through reducing the actual axle load to “Equivalent Axle Load (EAL)”. An equivalency is simply convenient means for indexing the wide spectrum of actual loads to one selected value. One of the most important and useful products of AASHO Road Test was the development of a relationship characterizing the relative damaging effect of varying axle load on pavements in terms of equivalent 8.2 T single axle load. This relationship sometimes referred as “Fourth Power” rule, has subsequently been verified by studies reported by several agencies in different countries.
4
8160
Kgin Load Axle
Load AxleSingle
4
14968
Kgin Load Axle
Load AxleTandem
The rule states that damaging power of an axle load increases roughly as fourth power with the weight of an axle. Any single axle load less than 8200 kg is some fractional EAL, where as any greater single load is some multiple of EAL. In order to convert axle loads, from axle load surveys into EAL, these are usually grouped into the intervals of 2000 kg and the frequency of each vehicle intervals is found out. Equivalencies factors are obtained for each category from “Fourth Power” rule. Product of frequency of axle load and load equivalency factors gives the EAL for that weight class of the sample.
Load equivalency factor used in the study are tabulated in Table 5.27. These equivalency factors are based on “Fourth Power” rule.
Table 5.27: Load Equivalency Factors
Sl. No.
Axle Load Category (Tonnes) Average Axle Load (Tonnes) Load Equivalency FactorsSingle Axle Tandem Axle
0 2 1 0.00023 0.000020 1 2 4 3 0.018 0.002 2 4 6 5 0.141 0.012 3 6 8 7 0.54 0.05 4 8 10 9 1.48 0.13 5 10 12 11 3.30 0.29 6 12 14 13 6.44 0.57 7 14 16 15 11.42 1.01 8 16 18 17 18.84 1.66 9 18 20 19 29.39 2.60
10 20 22 21 43.86 3.87 11 22 24 23 63.12 5.58
Total EAL= (Number of Vehicles in each weight class Load Equivalency Factor of
weight Class)
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Sl. No.
Axle Load Category (Tonnes) Average Axle Load (Tonnes) Load Equivalency FactorsSingle Axle Tandem Axle
12 24 26 25 88.10 7.78 13 26 28 27 119.87 10.59 14 28 30 29 159.53 14.09 15 30 32 31 208.30 18.40 16 32 34 33 267.48 23.63 17 34 36 35 338.46 29.90 18 36 38 37 422.71 37.34 19 38 40 39 521.79 46.09 20 40 42 41 637.35 56.30 21 42 44 43 771.10 68.11 22 44 46 45 924.89 81.69 23 46 48 47 1100.60 97.22 24 48 50 49 1300.24 114.85 25 50 52 51 1525.88 134.78 26 52 54 53 1779.68 157.20 27 54 56 55 2063.91 182.30 28 56 58 57 2380.89 210.30 29 58 60 59 2733.05 241.41
5.8.5 Axle Load Spectrum Analysis
Axle load spectrum analysis was done location wise, direction wise and vehicle wise. Various parameters were arrived and the same are described below:
Vehicle Damage Factor Values
The vehicle damage factor values were arrived for each vehicle type, location wise and direction wise and are presented in Table 5.28.
Table 5.28: Vehicle Damage Factors Meerut-Bulandshahr Section on NH-235
Typ
e of
Veh
icle
VDF Values
NH-235 (Km 18+000) NH-235 (Km 39+000)
Mee
rut-
Bu
lan
dsh
ahr
Bu
lan
dsh
ahr-
Mee
rut
Bot
h
Mee
rut-
Bu
lan
dsh
ahr
Bu
lan
dsh
ahr-
Mee
rut
Bot
h
Bus 0.593 1.340 0.953 0.670 0.616 0.643
LCV 0.675 0.625 0.652 0.268 0.395 0.331
2-Axle 7.561 5.684 6.742 7.491 6.144 6.807
3-Axle 7.993 4.788 6.335 8.947 6.205 7.703
MAV 4.250 6.332 5.499 5.188 8.343 6.971
The VDF values of Bus and LCV are higher at Km 18+000, VDF values for 2-Axle truck is similar at both locations, and VDF values for 3-axle trucks and MAVs are higher at Km 39+000.
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Sample Size The sample size of axle load survey is presented in Table 5.29 and Table 5.30. Table 5.29: Sample Size of Axle Load Survey at location Km 18+000 (Kharkhauda)
Type of Vehicle
Meerut-Bulandshahr Bulandshahr-Meerut
Vehicle Sampled
Total Vehicles
Sample Size
Vehicle Sampled
Total Vehicles
Sample Size
Bus 42 386 10.9% 39 337 11.6%
LCV 106 556 19.1% 88 550 16.0%
2-Axle 84 575 14.6% 65 595 10.9%
3-Axle 84 807 10.4% 90 784 11.5%
MAV 14 76 18.4% 21 95 22.1%
Total 330 2401 13.7% 303 2361 12.8%
Table 5.30: Sample size of axle load survey at location Km 39+000 (Padau)
Type of Vehicle
Meerut-Bulandshahr Bulandshahr-Meerut
Vehicle Sampled
Total Vehicles
Sample Size
Vehicle Sampled
Total Vehicles
Sample Size
Bus 37 333 11.1% 38 355 10.7%
LCV 87 692 12.6% 87 714 12.2%
2-Axle 123 874 14.1% 127 910 14.0%
3-Axle 130 856 15.2% 108 878 12.3%
MAV 10 97 10.3% 13 91 14.3%
Total 387 2852 13.6% 373 2948 12.7%
Gross Vehicle Weight Distribution
The percentage of vehicles exceeding their legal gross weight is presented in Table 5.31, Table 5.32, Table 5.33 and Table 5.34. The axle load data and their analysis are presented in Appendix 5.6.
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Table 5.31: Meerut to Bulandshahr – Km 18+000 (Kharkhauda)
S. No. Type of Vehicle
Permissble Gross weight Exceeding Permissible Gross Weight Percentage (%) Maximum Gross weight
(tonnes)
Minimum Gross weight
(tonnes)
(In Tonnes) (in Numbers) FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Weight Total
NumberFAW RAW Tandem1&2 Tridem Gross
Weight1 Bus 6.6 8.16 14.8 0 4 0 42 0.0 9.5 0.0 12.94 8.23 2 LCV 6.6 6.60 13.2 0 13 5 106 0.0 12.3 4.7 18.75 2.91 3 2-Axle 6.6 8.16 14.8 12 50 40 84 14.3 59.5 47.6 28.60 3.89 4 3-Axle 6.6 14.97 21.6 25 53 51 84 29.8 63.1 60.7 39.44 8.79 5 MAV-4A 6.6 8.16 14.97 29.7 3 7 10 10 10 30.0 70.0 100.0 100.0 35.65 31.20 6 MAV-4B 6.6 22.90 29.5 0 0 0 0 0.00 0.00 7 MAV-5A 6.6 14.97 14.97 36.5 0 4 2 4 0.0 0.0 100.0 50.0 40.06 15.86 8 MAV-5B 6.6 8.16 22.90 37.7 0 0 0 0 0 0.00 0.00 9 MAV-6 6.6 14.97 22.90 44.5 0 0 0 0 0 0.00 0.00
Table 5.32: Bulandshahr to Meerut – Km 18+000 (Kharkhauda)
S. No. Type of Vehicle
Permissble Gross weight Exceeding Permissible Gross Weight Percentage (%) Maximum Gross weight
(tonnes)
Minimum Gross weight
(tonnes)
(In Tonnes) (in Numbers) FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Weight Total
NumberFAW RAW Tandem1&2 Tridem Gross
Weight1 Bus 6.6 8.16 14.8 0 4 0 42 0.0 9.5 0.0 12.94 8.23 2 LCV 6.6 6.60 13.2 0 13 5 106 0.0 12.3 4.7 18.75 2.91 3 2-Axle 6.6 8.16 14.8 12 50 40 84 14.3 59.5 47.6 28.60 3.89 4 3-Axle 6.6 14.97 21.6 25 53 51 84 29.8 63.1 60.7 39.44 8.79 5 MAV-4A 6.6 8.16 14.97 29.7 3 7 10 10 10 30.0 70.0 100.0 100.0 35.65 31.20 6 MAV-4B 6.6 22.90 29.5 0 0 0 0 0.00 0.00 7 MAV-5A 6.6 14.97 14.97 36.5 0 4 2 4 0.0 0.0 100.0 50.0 40.06 15.86 8 MAV-5B 6.6 8.16 22.90 37.7 0 0 0 0 0 0.00 0.00 9 MAV-6 6.6 14.97 22.90 44.5 0 0 0 0 0 0.00 0.00
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Table 5.33: Meerut to Bulandshahr – Km 39+000 (Padau)
S. No. Type of
Vehicle Permissble Gross weight Exceeding Permissible Gross Weight Percentage (%) Maximum
Gross weight
(tonnes)
Minimum Gross weight
(tonnes)
(In Tonnes) (in Numbers) FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Weight Total
NumberFAW RAW Tandem1&2 Tridem Gross
Weight1 Bus 6.6 8.16 14.8 0 4 0 37 0.0 10.8 0.0 13.48 6.84 2 LCV 6.6 6.60 13.2 0 3 0 87 0.0 3.4 0.0 11.00 2.90 3 2-Axle 6.6 8.16 14.8 34 77 70 123 27.6 62.6 56.9 28.40 3.86 4 3-Axle 6.6 14.97 21.6 51 78 70 130 39.2 60.0 53.8 40.90 8.17 5 MAV-4A 6.6 8.16 14.97 29.7 3 4 4 4 10 30.0 40.0 40.0 40.0 45.62 11.96 6 MAV-4B 6.6 22.90 29.5 0 0 0 0 0.00 0.00 7 MAV-5A 6.6 14.97 14.97 36.5 0 0 0 0 0.00 0.00 8 MAV-5B 6.6 8.16 22.90 37.7 0 0 0 0 0 0.00 0.00 9 MAV-6 6.6 14.97 22.90 44.5 0 0 0 0 0 0.00 0.00
Table 5.34: Bulandshahr to Meerut – Km 39+000 (Padau) S. No. Type of
Vehicle Permissble Gross weight Exceeding Permissible Gross Weight Percentage (%) Maximum
Gross weight (tonnes)
Minimum Gross weight
(tonnes)
(In Tonnes) (in Numbers) FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Weight Total
NumberFAW RAW Tandem1&2 Tridem Gross
Weight1 Bus 6.6 8.16 14.8 0 2 0 38 0.0 5.3 0.0 13.04 7.44 2 LCV 6.6 6.60 13.2 0 7 1 87 0.0 8.0 1.1 14.50 2.36 3 2-Axle 6.6 8.16 14.8 21 60 46 127 16.5 47.2 36.2 29.70 5.58 4 3-Axle 6.6 14.97 21.6 28 0 71 64 108 25.9 65.7 59.3 38.70 8.45 5 MAV-4A 6.6 8.16 14.97 29.7 6 9 8 9 11 54.5 81.8 72.7 81.8 47.20 18.20 6 MAV-4B 6.6 22.90 29.5 0 0 0 0 0 0.00 0.00 7 MAV-5A 6.6 14.97 14.97 36.5 0 0 0 0 2 0.0 0.0 0.0 0.0 25.27 12.08 8 MAV-5B 6.6 8.16 22.90 37.7 0 0 0 0 0 0.00 0.00 9 MAV-6 6.6 14.97 22.90 44.5 0 0 0 0 0 0.00 0.00
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5.9 Analysis of Speed and Delay Survey Data
Speed and delay survey data has been analyzed to obtain information on the journey speed and running speed on the different sections of project road. Table 5.35 shows journey and running speed estimated on the sections of the project road
Table 5.35: Observed Speed along Project Road
Section Sub
section From To
Length (Km)
Journey Speed (Km / Hr)
Running Speed (Km / Hr)
Delay (Secs)
Reasons for Delay
(where applicable)Up Down Average Up Down Average Up Down
I
1
Meerut (Hapur Adda Junction)
Hapur Bypass
26 57.5 59.7 58.6 57.5 59.7 58.6 0.0 0.0
2 Hapur Bypass
Hapur 2.5 16.9 21.3 19.1 23.1 22.6 22.9 145.0 25.0
Railway Crossing, Construction Works & Urban Congestion at Hapur
Section Total
Meerut (Hapur Adda Junction)
Hapur 28.5 47.4 51.6 49.5 50.8 52.2 51.5 145.0 25.0
II
1 Hapur Hapur Bypass
3 39.3 34.7 37.0 39.3 34.7 37.0 0.0 0.0
2 Hapur Bypass
Bulandshahr 32.4 61.7 62.9 62.3 61.7 62.9 62.3 0.0 0.0
Section Total
Hapur Bulandshahr 35.4 58.9 62.9 58.9 58.9 58.8 58.9 0.0 0.0
Corridor Total 63.9 53.2 62.9 54.3 55.0 55.7 55.3
It has been observed that average journey speed from Meerut to Bulandshahr direction along the project road is about 54.3 kmph. Higher average journey speed has been observed in Section-II (Hapur to Bulandshahr) with a speed of 58.9 kmph. The difference in the average journey speed and average running speed is because of the delay at the railway crossing in Hapur, construction work of ROB and Congestion in Hapur.
5.10 Traffic Forecast
Long term forecasting of traffic on project road during the time horizon of the study is required for pavement design and assessing the economic and financial viability of the proposed investment. The traffic growth rates established for this study are based on the elasticity procedure outlined in IRC: 108-1996 “Guidelines for Traffic Prediction on Rural Highways”. In the elasticity approach, a relationship is established between traffic and socio-economic indicators of influence area. The results of O-D analysis on the project road sections indicate that the primary influence on traffic on the project road is from within the state of Uttar Pradesh. The highest traffic on the project road is generated from Meerut district followed by Bulandshahr and Ghaziabad. Other states having significant influence on traffic generation are Delhi and Uttrakhand. The methodology thus adopted incorporates the perspective growth envisaged in the economic indicators of these project influence area and the changes in transport demand elasticity over a period of time. Traffic growth rates by vehicle type, for the project road sections, have been forecasted for a period of 30 years with the horizon year as 2041.
5.10.1 Transport Demand Elasticity
The Consultant has used elasticity approach for determining the growth rates of future traffic.
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This involved establishing a quantitative relationship between traffic growth as the dependent variable and growth in NSDP/ GDP as the independent variable. The methodology involved fitting log-log regression equations to the time series data.
The results of O-D analysis on the project road section indicate that the state of Uttar Pradesh has the highest influence on traffic moving on the project road section. The shares of traffic for other PIA zones as per the O-D pattern have been presented in the Table 5.36 below.
Table 5.36: Mode wise PIA Percentage Share Zone Name Cars Buses Trucks Total
Uttar Pradesh 93.1 96.4 86.1 90.2 Rajasthan 0.1 0.4 0.6 0.3 Uttrakhand 3.4 2.0 5.1 4.1 Haryana 0.1 0.1 1.1 0.6 Delhi 2.1 0.2 1.6 1.8 Himachal Pradesh 0.0 0.0 0.2 0.1 Maharashtra 0.0 0.1 1.0 0.4 Madhya Pradesh 0.6 0.3 1.0 0.7 West Bengal 0.2 0.0 0.5 0.3 Punjab 0.2 0.1 0.6 0.4 Bihar 0.0 0.0 0.2 0.1 Andhra Pradesh 0.0 0.0 0.4 0.2 Gujarat 0.0 0.0 0.4 0.2 Tamil Nadu 0.0 0.0 0.2 0.1 Karnataka 0.0 0.0 0.2 0.1 Orissa 0.0 0.0 0.6 0.3 Chandigarh 0.1 0.0 0.0 0.1 Chhattisgarh 0.0 0.0 0.2 0.1 Jammu Kashmir 0.2 0.0 0.0 0.1 Jharkhand 0.0 0.1 0.0 0.0 Nepal 0.0 0.2 0.0 0.0 Total 100 100 100 100
As the time series traffic data on project road is not available, elasticity values are established by using registered vehicles as dependent variable and the states NSDP as independent variable. Further, for states that have a minor share of trip-ends or for which the vehicle registration data was not available, it was deemed suitable to use national level elasticity. The arrive elasticity values of each project influence region/ states has been weighted by the trip end factor as revealed from the O-D survey results.
The details of regression analysis between vehicle registration and state NSDP and the transport demand elasticity arrived by vehicle type for each project influence area and the weighted transport demand elasticity as depicted by the O-D survey result are presented in Table 5.37 and Table 5.38. It may be noted that the state of Uttar Pradesh is showing significantly higher demand elasticity for passenger vehicles and lower elasticity for goods vehicles compared to national average. With most of the traffic on the project road coming in from within the state it may be expected to experience significantly higher growth in passenger traffic and moderate growth in goods traffic. The details of regression analysis between vehicle registration and state NSDP is given in Appendix 5.7.
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Table 5.37: Transport Demand Elasticity using Vehicle Registration Data of PIA
Vehicle Type Independent Variable R2 Value Elasticity Value Car GDP of India 0.991 1.593
NSDP of Uttar Pradesh 0.921 3.327 NSDP of Uttrakhand 0.968 2.207 NSDP of Delhi 0.992 1.110 NSDP of Madhya Pradesh 0.562 1.885 NSDP of Haryana 0.957 3.529 NSDP of Punjab 0.947 3.402 NSDP of Rajasthan 0.920 2.033
2 Wheeler GDP of India 0.984 1.973 NSDP of Uttar Pradesh 0.974 3.111 NSDP of Madhya Pradesh 0.535 2.338 NSDP of Rajasthan 0.939 1.979
Bus GDP of India 0.993 1.153 NSDP of Uttar Pradesh 0.949 1.506 NSDP of Uttrakhand 0.458 2.227 NSDP of Delhi 0.982 1.769 NSDP of Madhya Pradesh 0.562 1.846 NSDP of Haryana 0.927 1.224 NSDP of Punjab 0.845 0.834 NSDP of Rajasthan 0.947 1.221
Truck GDP of India 0.989 1.392 NSDP of Uttar Pradesh 0.700 1.099 NSDP of Uttrakhand 0.530 2.207 NSDP of Delhi 0.962 0.466 NSDP of Madhya Pradesh 0.701 1.099 NSDP of Haryana 0.931 2.425 NSDP of Punjab 0.849 1.929 NSDP of Rajasthan 0.941 1.381
Tractor NSDP of Uttar Pradesh 0.904 2.090 NSDP of Madhya Pradesh 0.520 2.005 NSDP of Rajasthan 0.942 1.569
Table 5.38: Weighted Transport Demand Elasticity
Vehicle Type Elasticity Value
Passenger Cars 3.24
Two Wheeler 3.06
Three Wheelers 1.65
Bus 1.52
Trucks 1.18
Tractors 2.09
The elasticity values obtained by using registered vehicles seem to be either underestimated or overestimated. Therefore, elasticity value obtained by using registration data for the states has been rationalized for the project road considering a reducing pattern of elasticity values suggested in Road Development Plan, Vision 2021.
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The projected elasticity values are based on the premise that transport demand elasticity for both freight and passenger traffic tend to decline over time as regional imbalances are corrected and regions become self-sufficient. Moreover, irrational traffic flows are being gradually cut down, with an increase in road network and improved accessibility. As the economy and its various sectors grow, every region tends to become self-sufficient. The projected elasticity values adopted in the study for 5 yearly intervals are presented in Table 5.39.
Table 5.39: Projected Transport Demand Elasticities
S No Mode 2011-16 2017-21 2022-26 2027-31 2032-36 2037-41 1 Passenger Cars 3.24 3.24 2.77 2.37 2.02 1.73 2 Two Wheeler 3.06 3.06 2.60 2.21 1.87 1.60 3 Three Wheelers 1.65 1.65 1.40 1.19 1.01 0.86 4 Bus 1.52 1.52 1.30 1.11 0.95 0.81 5 Trucks 1.18 1.18 1.03 0.89 0.77 0.67 6 Tractors 2.09 2.09 1.78 1.51 1.28 1.09
5.10.2 Economic Perspective
5.10.2.1 State Economy - Past and Present Scenario
The rate of change in NSDP at constant prices is the main economic indicator for measuring the real growth in the economy. The time series of state income at constant prices for the NSDP of Uttar Pradesh, Uttarakhand, Delhi, Haryana, Himachal Pradesh, Punjab, Rajasthan and Chandigarh as published by Central Statistical Organisation has been studied to assess the past performance of the state economy with respect to the growth of India’s GDP for a period of almost thirty years starting from 1980-81 to 2008-09. The average annual growth rates as obtained for the project influence states are presented in Table 5.40.
Table 5.40: Average Annual Growth Rates from Time Trend
Year
Ind
ia (
GD
P)
Har
yan
a
Him
ach
al
Pra
des
h
Mah
aras
htr
a
Pu
nja
b
Raj
asth
an
Utt
ar P
rad
esh
Utt
arak
han
d
Ch
and
igar
h
Del
hi
1980-81 641921 16893 4602 67161 24308 23044 74836 117781981-82 678033 17523 4889 68738 26619 25010 76630 127371982-83 697861 18615 4717 71382 27400 25523 82617 143441983-84 752669 19011 4946 75865 27892 31337 85859 140041984-85 782484 19752 4666 76839 30061 29087 87221 145841985-86 815049 23295 5290 82890 32367 28969 90639 168871986-87 850217 23312 5678 84019 33498 31751 94565 179811987-88 880267 22900 5691 89684 35241 29550 98837 195691988-89 969702 28477 6397 99048 37109 41759 111725 212481989-90 1029178 28850 7148 115387 40240 40905 114833 232101990-91 1083572 31865 7327 120583 41005 47322 121664 242081991-92 1099072 32522 7365 120207 42863 43691 122161 278921992-93 1158025 32511 7702 138384 44884 50243 123474 288661993-94 1223816 33976 8001 153643 46846 46149 126535 9524 2224 308621994-95 1302076 36448 8781 156627 48019 54577 133135 10373 2442 345761995-96 1396974 37181 9265 173906 49793 56585 137436 10270 2701 351801996-97 1508378 41563 9788 180766 53460 63198 152689 10917 3076 40021
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Year
Ind
ia (
GD
P)
Har
yan
a
Him
ach
al
Pra
des
h
Mah
aras
htr
a
Pu
nja
b
Raj
asth
an
Utt
ar P
rad
esh
Utt
arak
han
d
Ch
and
igar
h
Del
hi
1997-98 1573263 41924 10488 190741 54907 70885 151064 11049 3264 465061998-99 1678410 44159 11232 198334 58067 73988 152177 11183 3550 488401999-00 1786525 47345 12467 217198 61139 74174 156809 11187 3792 511752000-01 1864301 51056 13262 210526 63172 71764 160015 12582 4274 531772001-02 1972606 54951 13938 217963 63995 79936 162926 13179 4649 552222002-03 2048286 58361 14617 232994 65085 70333 168198 14413 5235 594542003-04 2222758 64282 15596 250989 69149 92712 177054 15553 5804 626942004-05 2388768 69988 17099 272860 72587 90445 185920 17599 6397 694792005-06 2616101 76304 18176 298759 75471 96069 195661 18645 7142 773892006-07 2871120 87944 19308 327599 81060 103616 210044 20636 7986 893092007-08 3129717 95499 20990 357402 86400 111070 225413 9035 1008772008-09 3339375 103236 0 92795 117423 240039 Growth 1981-2009
5.85 6.44 5.57 6.15 4.73 5.78 4.10 5.68 9.79 7.97
Growth 1994-2009
6.47 7.19 6.64 5.79 4.36 6.01 4.08 5.68 9.79 8.22
Growth 2000-2009
6.45 8.11 5.96 5.69 4.26 4.70 4.35 7.95 10.13 7.83
It may be noted from the Table 5.40 above that Uttar Pradesh has been consistently underperforming compared to the nation in terms of economic growth. Uttrakhand was earlier trailing in terms of economic growth but has picked up during the period 2000-09 while Delhi has consistently outperformed the national economy. Regression analysis was conducted with NSDP being the dependent variable and GDP as the independent variable for different periods to estimate likely future NSDP growth pattern based on GDP growth forecasts. The GDP forecasts have been made based on the recent trends for the short term and long term trends for the long term. Based on the current trends and outlook the average GDP growth has been assumed to be 7.5% per annum for the immediate 10 year period after which it has been assumed to slow down gradually to 5.5% per annum during 2037-41 period. The perspective growth rate for the project influencing states NSDP are presented below in Table 5.41 below.
Table 5.41: Growth Rate in Economy
State 2012-16 2017-21 2022-26 2027-31 2032-36 2037-41
India 7.50 7.50 7.00 6.50 6.00 5.50
Haryana 8.06 8.06 7.52 6.98 6.45 5.91
Himachal Pradesh 7.71 7.71 7.20 6.68 6.17 5.65
Maharashtra 8.25 8.25 7.70 7.15 6.60 6.05
Punjab 5.81 5.81 5.42 5.03 4.65 4.26
Rajasthan 7.45 7.45 6.96 6.46 5.96 5.47
Uttar Pradesh 4.99 4.99 4.66 4.33 4.00 3.66
Uttrakhand 6.89 6.89 6.43 5.97 5.51 5.05
Chandigarh 11.48 11.48 10.71 9.95 9.18 8.42
Delhi 10.14 10.14 9.46 8.79 8.11 7.44
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5.10.3 Projected Traffic Growth Rates
5.10.3.1 Growth Rates for Fast Vehicles (Passenger & Freight)
The traffic growth rates by vehicle type, over the time horizon of the study are given in Table 5.42 below. These growth rates are based on transport demand elasticity as presented in Table 5.39 and economic perspective for different influence areas in Table 5.41.
Table 5.42: Projected Traffic Growth Rates using Econometric Model (Figures in Percentage)
Modes 2012-16 2017-21 2022-26 2027-31 2032-36 2037-41Cars 14.4 12.4 11.3 8.9 7.2 5.7 Two Wheelers 13.6 11.5 10.5 8.2 6.6 5.2 Three Wheelers 7.2 6.1 5.6 4.4 3.6 2.8 Bus 6.4 5.5 5.1 4.0 3.3 2.6 Trucks 5.2 4.7 4.4 3.7 3.1 2.5
As per Clause 5.5.4 of IRC: SP: 84-2009, “Traffic growth rate shall be established for each category of commercial vehicles to be considered for design of pavement. For traffic projections, the procedure outlined in IRC: 108 may be followed. The Concessionaire shall adopt realistic value of the rate of traffic growth, provided that annual rate of growth of commercial vehicles shall not be adopted less than 5 percent”.
Therefore the traffic growth rate of the study has been modified and adopted in view of the above mentioned clause with the minimum annual growth rate of traffic not less than 5 percent and the adopted traffic growth rates are given in Table 5.43.
Table 5.43: Adopted Projected Traffic Growth Rates (Figures in Percentage)
Modes 2012-16 2017-21 2022-26 2027-31 2032-36 2037-41Cars 14.4 12.4 11.3 8.9 7.2 5.7 Two Wheelers 13.6 11.5 10.5 8.2 6.6 5.2 Three Wheelers 7.2 6.1 5.6 5.0 5.0 5.0 Bus 6.4 5.5 5.1 5.0 5.0 5.0 Trucks 5.2 5.0 5.0 5.0 5.0 5.0
5.10.3.2 Growth Rates for Slow Moving Traffic
The slow moving vehicles essentially cater to short haul traffic, meeting localised demand for transportation of passengers and goods from rural areas in up country to the nearest market towns and urban centers. Motorised vehicles are gradually replacing these. The slow moving traffic is not expected to have high growth rates. As such, slow moving traffic of animal drawn vehicles, hand cart, pedal cycle and cycle rickshaws is likely to be grown on the project road by 0.43 percent per annum reducing over the years. The elasticity for agricultural tractors is very high in the state of Uttar Pradesh. The elasticity for tractors is high in Uttar Pradesh because of the agrarian economy and high growth of tractors as per the vehicle registration data for the state of Uttar Pradesh. However, we have tapered off the growth in the coming years as the economy along the project road will change.
5.11 Total Forecasted Traffic
The traffic has been forecasted as per the traffic growth rate of in the above Table 5.42. The mode-wise forecasted traffic for each five year interval at each section is presented in Table 5.44. The detailed mode-wise forecasted traffic for each year is presented in Appendix 5.8.
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Table 5.44: Mode-wise Forecasted Traffic Year 2-
WheelerAuto Car Bus Truck Tractor &
NMT Total
Vehicles Total PCUs
Total Tollable PCUs
Location: NH 235 (KM 18+000) Kharkhauda 2011 6042 400 5096 752 3884 1374 17549 23713 17589 2016 11408 566 10007 1027 5021 1525 29554 35885 26310 2021 19672 762 17923 1344 6404 1715 47820 53495 38806 2026 32338 1001 30552 1721 8168 1954 75734 79471 57200 2031 48045 1278 46902 2196 10418 2217 111055 112412 80890 2036 66273 1631 66484 2803 13291 2485 152965 151987 109839 2041 85366 2081 87620 3577 16956 2742 198343 196195 142928 Location: NH 235 (KM 39+000) Padau 2011 4398 152 4586 705 4905 862 15609 24172 19607 2016 8304 216 9051 966 6270 994 25801 35575 28436 2021 14319 290 16271 1265 7999 1164 41309 52046 41094 2026 23539 381 27817 1622 10205 1380 64945 76099 59506 2031 34972 487 42790 2070 13021 1618 94958 106681 83220 2036 48241 621 60744 2642 16614 1864 130726 143642 112328 2041 62139 793 80140 3372 21199 2101 169744 185442 145960
5.12 Capacity Analysis
Capacity analysis for the project road has been carried out in order to define the Lane Configuration for the project road sections under the prevailing roadway and traffic conditions.
5.12.1 Capacity and Design Service Volume Guidelines
The design service volumes of four lane highway as specified by IRC: SP: 84-2009, Clause 2.17, “Manual of Specifications & Standards for Four Lanning of National Highways on Public Private Partnership” has been presented in the Table 5.45. The design service volumes adopted for determining the Level of Service are presented in Table 5.46.
Table 5.45: Design Service Volume of Four-lane Highway in PCUs per day
Terrain Design Service Volume in PCUs per Day
Level of Service 'B' Level of Service 'C' Plain and Rolling 40,000 60,000 Mountaineous and Steep 20,000 30,000
Table 5.46: Design Service Volumes at Different Level of Services
Level of Service 2L 2L+PS 4L+PS 6L+PS
A 9000 10800 24000 36000B 15000 18000 40000 60000C 21000 25200 60000 84000D 25500 30600 68000 102000E 30000 36000 80000 120000
5.12.2 Capacity Analysis
The capacity analysis of the project road was done for two sections of the project road. The total traffic on each section of the project road for the capacity analysis is as given in Table 5.47. The projected traffic with the corresponding level of Service for total traffic and tollable traffic is presented in Table 5.48 and Table 5.49
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Table 5.47: Projected Sectional Tollable Traffic in Vehicles
Section 2011 2016 2021 2026 2031 2036 2041 Section-I: Meerut (Km 0+000) to Hapur (Km 31+600)
9726 16049 25663 40432 59508 82568 108143
Section-II: Hapur (Km 31+600) to Bulandshahr (Km 66+482)
10189 16279 25527 39635 57870 79989 104699
Table 5.48: Projected Sectional Total Traffic in PCUs with LOS
Year Section-I (Meerut to Hapur) Section-II (Hapur to Bulandshahr) AADT (PCUs) Level of Service (LOS) AADT (PCUs) Level of Service (LOS)
2L 2L+PS 4L+PS 6L+PS 2L 2L+PS 4L+PS 6L+PS2011 23713 D C A A 24172 D C B A 2012 25664 E D B A 26022 E D B A 2013 27829 E D B A 28060 E D B A 2014 30233 F D B A 30313 F D B A 2015 32907 F E B A 32809 F E B A 2016 35885 F E B A 35575 F E B A 2017 38793 F F B B 38317 F F B B 2018 41962 F F C B 41294 F F C B 2019 45445 F F C B 44554 F F C B 2020 49277 F F C B 48127 F F C B 2021 53495 F F C B 52046 F F C B 2022 57814 F F C B 56070 F F C B 2023 62519 F F D C 60441 F F D C 2024 67666 F F D C 65209 F F D C 2025 73300 F F E C 70414 F F E C 2026 79471 F F E C 76099 F F E C 2027 85156 F F F D 81396 F F F C 2028 91227 F F F D 87043 F F F D 2029 97767 F F F D 93116 F F F D 2030 104815 F F F E 99650 F F F D 2031 112412 F F F E 106681 F F F E 2032 119406 F F F E 113225 F F F E 2033 126802 F F F F 120140 F F F F 2034 134676 F F F F 127494 F F F F 2035 143060 F F F F 135318 F F F F 2036 151987 F F F F 143642 F F F F 2037 159979 F F F F 151199 F F F F 2038 168340 F F F F 159106 F F F F 2039 177147 F F F F 167434 F F F F 2040 186423 F F F F 176204 F F F F 2041 196195 F F F F 185442 F F F F
The present total traffic volume in both Sections along the project road is already saturated and has reached the design service volume under Level of Service-C (LoS-C) for 2-lane with paved shoulder configuration. Therefore, both Sections of the project highway needs up-gradation from existing lane configuration to 4-lane with paved shoulder configuration immediately. The design service volume of 4-lane with paved shoulder configuration under LoS-B and LoS-C on both Sections of the project road crosses by the year 2018 and 2023 respectively. Hence, the up-
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gradation from 4-lane with paved shoulder configuration to 6-lane with paved shoulder configuration on both Sections of the project highway required by the year 2018 considering the design service volume of Los-B and same is required by the year 2023 in case of design service volume of Los-C.
Table 5.49: Projected Sectional Tollable Traffic in PCUs with LOS
Year Section-I (Meerut to Hapur) Section-II (Hapur to Bulandshahr) AADT (PCUs) Level of Service (LOS) AADT (PCUs) Level of Service (LOS)
2L 2L+PS 4L+PS 6L+PS 2L 2L+PS 4L+PS 6L+PS2011 17589 C B A A 19607 C C A A 2012 19000 C C A A 21054 D C A A 2013 20559 C C A A 22640 D C A A 2014 22282 D C A A 24386 D C B A 2015 24192 D C B A 26311 E D B A 2016 26310 E D B A 28436 E D B A 2017 28373 E D B A 30545 F D B A 2018 30632 F E B A 32843 F E B A 2019 33107 F E B A 35352 F E B A 2020 35823 F E B A 38094 F F B B 2021 38806 F F B B 41094 F F C B 2022 41865 F F C B 44178 F F C B 2023 45204 F F C B 47533 F F C B 2024 48851 F F C B 51185 F F C B 2025 52838 F F C B 55165 F F C B 2026 57200 F F C B 59506 F F C B 2027 61262 F F D C 63590 F F D C 2028 65636 F F D C 67977 F F D C 2029 70346 F F E C 72694 F F E C 2030 75421 F F E C 77765 F F E C 2031 80890 F F F C 83220 F F F C 2032 85974 F F F D 88344 F F F D 2033 91388 F F F D 93795 F F F D 2034 97154 F F F D 99594 F F F D 2035 103296 F F F E 105763 F F F E 2036 109839 F F F E 112328 F F F E 2037 115775 F F F E 118366 F F F E 2038 122034 F F F F 124730 F F F F 2039 128633 F F F F 131437 F F F F 2040 135591 F F F F 138507 F F F F 2041 142928 F F F F 145960 F F F F
The present tollable traffic volume in Section-I along the project road has already reached the design service volume under Level of Service-B (LoS-B) for 2-lane with paved shoulder configuration and the same has already crossed in case of Section-II along the project road. Therefore, considering the design service volume of LoS-B, Section-I and Section-II of the project highway needs immediate up-gradation from existing lane configuration to 4-lane with paved shoulder configuration. However, Section-I and Section-II of the project road crosses the design service volume under LoS-C of 2-lane with paved shoulder configuration by the year 2016 and 2015 respectively. Considering the design service volume of LoS-C, Section-I and Section-II of the project road required to upgrade from 2-lane with paved shoulder configuration to 4-lane with paved shoulder configuration by the year 2016 and 2015 respectively. Finally, Section-I and Section-II needs up-gradation from 4-lane with paved shoulder to 6-lane with
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paved shoulder configuration by the year 2022 and 2021 respectively considering the design service volume of LoS-B. Considering the design service volume of LoS-C, the same has been required by the year 2027 in both Sections of the project corridor.
5.13 Toll Plaza
5.13.1 Existing Toll locations
There is no existing toll plaza on the project road. The consultants are analyzing the project road to be developed under Public Private Partnership (PPP) and hence tentative location for Toll Plaza(s) has to be identified along the project road.
5.13.2 Proposed Toll Plaza Locations
The length of the project road is approximately 67 kms and is divided into two homogenous sections. As per the traffic volume count, maximum Average Daily Traffic has been observed at Section-II and hence a Toll Plaza is required at this section. The major dispersal point on the project road is at Km 31+600 (Hapur).
As per MORTH notification, minimum distance between Toll Plazas cannot be less than 60 km; Toll Plaza shall not be located within a distance of 10 km from Municipal or local town area limits of the nearest city or town. The Consultant has therefore envisaged for two Toll Plazas along the project road. The locations of the Toll Plaza have been decided based on the following criteria.
Maximum revenue Minimum leakage Suitable road geometrics Land Availability Stream of traffic on Toll Plaza Visibility for the Approaching Traffic Reasonably away from road intersections and /or rail crossings Free from risk of flooding and submergence, etc. Preferably on flat land and away from congested urban locations.
The Toll Plazas have been proposed at approximately Km 35+000 (near Hafizpur). The toll plaza shall correspond to the project road section from start of the corridor to till the end of the project corridor at Km 66+482.
5.13.3 Number of Lanes at Toll Plaza
As per IRC: SP: 84-2009, Clause 10.4.12, “The number of toll booths and lanes shall be such as to ensure the service time of not more than 10 seconds per vehicle at peak flow regardless of methodology adopted for fee collection. For purpose of guidance following parameters are suggested as capacity of individual toll lane for design purpose:
(i) Semi-automatic toll lane 240 veh/hour (Automatic vehicle identification but manual money transaction)
(ii) Electronic toll collection (ETC lanes) 1200 veh/hour (Toll collection through on board unit and no stoppage of vehicles)
At least two toll lanes in each direction of travel shall be provided with the system of payment through ETC. Not less than 2 middle toll lanes shall be capable of being used as reversible lanes to meet the demand of tidal flow.
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Toll plazas shall be designed for projected peak hour traffic of 20 years. The stage construction of toll plaza in respect to number of toll lanes shall be allowed. If at any time, the queue of vehicles becomes so large that the waiting time of the user exceeds three minutes, the number of toll lanes shall be increased so that the maximum waiting is brought down to less than three minutes.”
The number of required toll lanes as per the peak hour factor traffic of 20 years and every consequent five year interval is given in Table 5.50.
Table 5.50: Required Toll Lanes Year 2011 2031 2036 2041
Tollable Vehicles 10189 57870 79989 104699Peak Hour Factor 4.7% 4.7% 4.7% 4.7% Peak Hour Vehicles 484 2749 3799 4972 Toll Lane Requirement Semi Automatic Toll Lane @ 240 vehicles per hour 3 12 16 21 Automatic Toll Lane @ 360 vehicles per hour 2 8 11 14 Electronic Toll Collection (ETC lanes) @ 1200 vehicle per hour 1 3 4 5
The minimum toll lanes required with semi-automatic toll system for the projected peak hour traffic of 20 years is 12 toll lanes.
Chapter – 6 Engineering Surveys
and Investigations
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Scott Wilson 6 - 1 January 2011
6.0 ENGINEERING SURVEYS AND INVESTIGATIONS 6.1 Road Inventory and Road Condition
An inventory of the project road has been carried out with visual observations supplemented with measurements using tape etc. Kilometer wise features like terrain, land-use, surfacing type and width, shoulder surfacing type & width, subgrade, local soil type, curve details, intersection details, retaining structures details, location of water bodies, height of embankment or depth of cut, ROW, CD structures, road side arboriculture, existing utility services, general drainage conditions etc., were recorded. The road inventory has been referenced to the existing kilometre posts established along the roadside.
The project road starts at Begaum Pool junction of Meerut city (Km 0+000) and ends at
Bulandsahahr town at the junction with NH-91 (Km 66+482). The total project length is 66+482km.
6.1.1 Terrain
The terrain along the project road is plain, throughout the section. While classifying a terrain, short isolated stretches of varying terrain is not taken into consideration.
6.1.2 Land Use The land use along the project road is predominantly built up villages and towns. The percentage distribution of land use is 10%, 43% & 47% for Semi Built-up, Built-up, and agricultural respectively.
6.1.3 Carriageway and Roadway width The project road section is having carriageway width configuration of 7m to 14m. The formation width varies from 10m to 15m. At few locations formation width is around 20 to 30m.
Start of the Project – Meerut, (Km. 0+000) End of the Project – Bulandshahr, (Km. 66+482)
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Scott Wilson 6 - 2 January 2011
Table 6.1: Lane configuration along the project stretch
Chainage (Km) Length (Km) CW Width (m) Lane Configuration
From To
0+000 7+469 7+469 14.0 2x2 Lane with 1m median
7+469 25+500 18.031 10.0 2 Lane with PS
25+500 66+482 40.892 7.0 2 Lane
Length of 4- lane section : 7.469km Length of 2- lane with PS section : 18.031km Length of 2- lane section : 40.982km
6.1.4 Surfacing Type
The existing pavement is of flexible bituminous surface throughout the project section.
6.1.5 Shoulder The type of shoulder varies from earthen in non Built-up area and Cement block in Built-up areas in some location. Its width varies from 0.5m to 2.0 on either side. The condition of the shoulder varies from fair to poor with shoulder drop and rain cuts. The location of different types of shoulders is summarised in Table 6.2.
Table 6.2: Shoulder Type along the project stretch
Sl. No
Existing Chainage (km) Length (km) Shoulder Type
From To1 0+000 8+200 8.20 Granular Shoulder 2 8+200 13+400 5.20 Earthen Shoulder 3 13+400 17+800 4.40 Paved Shoulder 4 17+800 19+600 1.80 Cement block Shoulder 5 19+600 46+600 27.00 Earthen Shoulder 6 46+600 48+000 1.40 Paved Shoulder 7 48+000 66+482 18.482 Earthen Shoulder
Summary Length of section with earthen shoulder : 50.682km Length of section with Cement block shoulder : 1.80 km Length of section with granular shoulder : 8.20 km Length of section with paved shoulder : 5.80 km
6.1.6 Embankment Height The average height of embankment varies from 0 to 1.0m. However, higher embankment exists at approaches to the bridges. Condition of the embankment is fair. At few locations height of embankment is more than 3m.
6.1.7 Right of Way There is no road boundary pillar along the road. As per the record from the department, average existing Road Way width is 35m i.e. from center of the road on both sides 17.5 m.
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Scott Wilson 6 - 3 January 2011
6.1.8 Villages and Towns The villages and towns through which the project road traverses are listed in Table 6.3.
Table 6.3: Location of villages and towns
Sl. No. Name Existing Chainage(km)
Start End1 Meerut 0+000 9+400 2 Alipur 10+800 11+065 3 Phaphuda 12+9000 13+800 4 Kharkhoda 17+900 19+350 5 Lalpur 20+250 20+530 6 Kaili 23+580 24+450 7 Dhirkheda 26+800 27+400 8 Ashodapanith 27+500 29+100 9 Hapur 28+400 34+000 10 Hadikpur 35+600 36+200 11 Padao 38+300 39+300 12 Mori kalan 45+100 45+800 13 Gulaothi 46+200 49+000 14 Mithrpur 49+600 50+100 15 Jainpur 60+600 60+900 16 Akbarpur 65+100 65+400 17 Bulandshahr 65+700 66+482
Total Length 27.532km
6.1.9 Side Drain The existing road does not have proper provision of longitudinal drains. In some sections unlined earthen drain is present and most of these drains are choked. Cement concrete lined drains are existent in town areas.
6.1.10 Horizontal Curves The horizontal geometry of the road is fair except few locations. Section of the road inside the Hapur town has 2 curves and 2 junctions, which are of very poor geometry. These locations need geometric improvement to cater minimum design speed of 80kmph. Locations needing geometric improvement are shown in Table 6.4.
Table 6.4: Locations for needing geometric improvement
Sl. No Existing Chainage (km) Remark1 29+335 Curve radius 90 m2 30+228 Curve radius 180 m
3 31+380 3 armed junction with complete builtup around
4 31+535 4 armed junction with complete builtup around
6.1.11 Road Junctions
There are 6 major junctions and 68 minor junctions across the project road. List of major
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Scott Wilson 6 - 4 January 2011
junctions, with state highways and district roads is given in Table 6.5. Many minor rural and urban cross roads also terminate or intersect the project road at numerous locations.
Table 6.5: Location of existing major road junctions
Sl. No
Existing Chainage
(km) Type
Cross Road
Side Leading to
1 7+469
LHS City Road
RHS Existing Meerut
bypass road
2 31+380 RHS Delhi
3 31+535
LHS Hapur City
Straight Moradabad
4 44+800
LHS Gulaothi
5 49+200
LHS Gulaothi
6 66+482
LHS Bulandshahr
RHS Delhi
Straight Aligarh
6.1.12 Road Signs
Sufficient numbers of road sign are there to guide the drivers along the highway from safety point of view. Conditions of these sign boards are generally good.
6.2 Pavement Condition Survey
Detailed field studies have been carried out to collect pavement/shoulder/drainage conditions.
6.2.1 Pavement
Pavement condition survey was done primarily by visual observations supplemented by simple measurement for rut depth using a 3 metre straight edge. The rating system for pavement condition was done, with reference from IRC: 81-1997 (Clause 4.2.1). A criterion for classification of pavement sections is given in Table: 6.6.
Table 6.6: Criteria for classification of pavement sections Classification Pavement Condition
Good No cracking, rutting less than 10mm.Fair No cracking or cracking confined to single crack in the wheel track with rutting
between 10mm and 20mm.Poor Extensive cracking less than 20% and/or rutting greater than 20mm
Failed Sections with cracking exceeding 20% (Need for Reconstruction)
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Scott Wilson 6 - 5 January 2011
The pavement is flexible bituminous type. The riding quality of the pavement visually varies from good to fair, general quality being fair. Two types of cracks were observed namely, longitudinal and alligator. These cracks affect 3% to 5% of pavement area. The number of potholes is 2 to 5 per km and affects 2% of pavement area. The average pothole area is 0.3 sq m. The patching area contributes to 1% of the pavement area. The edge break of carriageway observed at many locations contributes to 7 % of the total length.
6.2.2 Shoulder Condition Earthen shoulder is observed on both sides along the project road with varying width up to 0.5 to 2m. Increased width of formation was observed at village and town locations. Some of the failures like shoulder drop; rain cuts and corrugations were observed. Condition of shoulder is fair to bad.
6.2.3 Drainage Condition The general condition of the roadside drains is bad. Sufficient camber was provided to drain off the water from carriageway surface. There are numerous number of CD structures across the project alignment. The existing road does not have proper provision of both side longitudinal drains. Lined drains were observed at some locations within villages and towns and unlined drains (earthen) were observed in cut sections. The natural drains on both sides were observed at some locations. The general condition of the lined drains is fair.
6.3 Benkelman Beam Deflection Technique
The evaluation of structural strength of existing flexible pavement was carried out using a Benkelman Beam in accordance with the procedure given in IRC 81-1997. For measuring pavement deflection, the C.G.R.A procedure that is based on testing under static load was adopted. A standard truck having a rear axle weighing 8200kg fitted with dual tyre inflated to a pressure of 5.60 kg/sq.cm was used for loading the pavement. The beam was calibrated using metal plates of known thickness prior to testing. The dual wheels of the truck are centered above the selected point. Deflection surveys have been carried out as per the scheme given below:
Main line surveys; Control section testing
Existing Pavement Photos
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Scott Wilson 6 - 6 January 2011
The deflection tests for the main line have been carried out at every 500m along the road sections covered under the study. The control section testing has been carried out for each 100 m long homogeneous road segment based on the data derived from pavement condition surveys. The deflection measurements for such homogeneous section were at an interval of 10m. Pavement temperature was recorded at every one hour during the testing period by inserting a thermometer in a hole (approximately 5 cm deep and 10 mm diameter) drilled in the pavement and filled with glycerol. At any deviation of the pavement temperature during measurements from the standard temperature of 35o C, correction has been applied to the deflection measured in accordance with the procedure described in IRC: 81-1997. Seasonal correction was carried out using the moisture correction factors given in Figures 2 to 7 in IRC: 81-1997. PI and moisture content of the subgrade were established from test pit excavations carried out simultaneously with the Benkelman Beam tests. The Benkelman Beam Deflection data are presented in Table 6.7, the graphical representation of the same is presented in Figure 6.1.
Table 6.7: Characteristic Deflection along the Project Road
SL.No Chainage Characteristic Deflection SL.No Chainage Characteristic
Deflection From To From To 1 0.00 35.00 BBD not done due to Widening
and Strengthing in progress 17 50.00 51.00 0.799
2 35.00 36.00 0.566 18 51.00 52.00 0.703 3 36.00 37.00 0.933 19 52.00 53.00 0.998 4 37.00 38.00 0.947 20 53.00 54.00 0.891 5 38.00 39.00 0.810 21 54.00 55.00 0.871 6 39.00 40.00 0.963 22 55.00 56.00 0.739 7 40.00 41.00 0.610 23 56.00 57.00 0.856 8 41.00 42.00 0.897 24 57.00 58.00 0.816 9 42.00 43.00 0.994 25 58.00 59.00 0.837
10 43.00 44.00 0.871 26 59.00 60.00 0.898 11 44.00 45.00 0.816 27 60.00 61.00 0.859 12 45.00 46.00 0.969 28 61.00 62.00 0.903 13 46.00 47.00 0.782 29 62.00 63.00 0.853 14 47.00 48.00 0.995 30 63.00 64.00 0.747 15 48.00 49.00 0.890 31 64.00 65.00 0.978 16 49.00 50.00 1.004 32 65.00 66.00 0.851
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Figure 6.1: Characteristic Deflection (mm) along the Project road from Meerut –Bulandshahr (NH-235)
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6.4 Trial Pits
The investigations were carried out along the existing road using trial pits made as under: Test Pit - 1.0m x 1.0m at every 5 Km or change of soil strata. At small pit locations following information were collected:
Pavement Composition Soil samples were collected for their
Classification. At Large pit locations following tests were conducted:
Pavement Composition In-situ density test at sub-grade top by Core
Cutter method Characterisation (grain size and Atterberg limits) Laboratory moisture-density characteristics Laboratory CBR (4-day soaked condition and swell)
6.4.1 Pavement Composition
For each test pit, the following information's were recorded:
Test pit reference (Identification number, location): Pavement composition (material type and thickness): Subgrade type (textural classification) and condition (dry, wet)
A broad variation in pavement thickness along the project road was observed. However, the pavement composition of the existing pavement is generally same consisting of bituminous wearing coat. The base and sub-base layer is made of brick bats. The wearing coat (Bituminous) varies from 55 mm to 90 mm, base course and sub-base course varies from 410 mm to 550 mm. The bituminous course consists of 2 to 3 layers, the base material was loose and dry in general. The subgrade below the base course was observed to be fine grained clay. Pavement composition of the existing road is given in Table 6.8.
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Scott Wilson 6 - 9 January 2011
Table 6.8: Pavement Composition of the Existing Road
Sl No. Chainage (Km) Side Composition
Total Thickness (mm)Legend Layer Type Thickness (mm)
1 35+000 LHS Bituminous 55
600 GSB Material 545
2 40+000 RHS Bituminous 55
605 GSB Material 550
3 45+000 LHS Bituminous 68
580 GSB Material 512
4 50+000 RHS Bituminous 60
610 GSB Material 550
5 55+000 LHS Bituminous 120
580 GSB Material 460
6 60+000 RHS Bituminous 90
500 GSB Material 410
7 65+000 LHS Bituminous 64
600 GSB Material 536
6.4.2 Insitu-density and moisture content
Sand Replacement method was adopted for obtaining the field density. Representative soil samples were also taken from the core to establish moisture content. This method of determining density is not applicable where non- cohesive sand is required to be tested. The test result of field density and field moisture content is given in Table 6.9. Figure 6.2 and Figure 6.3 shows the field dry density and field moisture profile along the project corridor in graphical way. The field density and moisture content varies from 1.55 to 1.74 gm/cc and 6.7 % to 9.5% respectively. This indicates that subgrade has moderate compaction state.
Table 6.9 - Field dry density
Sl. No
Existing Chainage (km)
Bulk Density (gm/cc)
Moisture content (%)
Dry Density (gm/cc)
1 35+000 1.83 9.1 1.56 2 40+000 2.05 9.5 1.74 3 45+000 1.50 9.5 1.62 4 50+000 1.54 8.2 1.65 5 55+000 1.76 6.7 1.63 6 60+000 1.64 7.1 1.57 7 65+000 1.66 8.0 1.55
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Scott Wilson 6 - 10 January 2011
6.4.3 Field CBR using DCP The Dynamic Cone Penetrometer (DCP) is an instrument designed for the rapid in-situ CBR measurement. When subgrade has different strengths, their boundaries can also be identified and the thickness of the layers could be determined. Correlation has been established between the measurements with DCP and the California Bearing Ratio (CBR) so that results can be interpreted and compared with CBR specifications for pavement design. The DCP tests are useful as an indicator of subgrade uniformity or variability, both vertically and horizontally along the tested sections, and are valuable in identifying any buried weak layers e.g. layers at high moisture content. In the earlier work done by Vuurcn in 1969, Kleys and Van Heerden in 1983 and Smit and Pratt also in 1983, graphs have been plotted between log of DCP value in mm / blow against log of percentage CBR values. The relationship derived by Kleyn and Van Heerden is based on the largest set of data and is mostly used in foreign countries. A computer program prepared by TRL has been used for plotting field data and calculating the CBR values. The DCP values are arrived from number of blows and depth of penetration, and Field CBR of
Figure 6.2- Field dry density in (gm/cc)
Figure 6.3- Field Moisture content (%)
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Scott Wilson 6 - 11 January 2011
corresponding vales determined in accordance with Kleyn equation: Log10 (CBR) = 2.48 - 1.057 x Log10 (mm/blow) The field CBR values obtained from DCP tests are given in Table 6.10.
From the DCP results it is clear that the upper crust of the subgrade was far stronger than the lower part. CBR values derived indirectly from DCP tests do not compare well with Laboratory soaked-CBR results. There are a number of reasons for this anomaly viz.:
difference in density and moisture content of the soil in the two tests greater influence of confining pressure in the DCP test influence of minor obstructions, such as pieces of gravel, in the DCP test DCP is a dynamic test while the laboratory CBR is a static test.
Table 6.10 - Field CBR value obtained from DCP Test
Sl. No.
Existing Chainage (km)
Side DCP Value in (mm/blow)
Average DCP Value
CBR Value*
Layer 1 Layer 2
1 35+000 LHS 4.60 11.33 7.90 412 40+000 RHS 4.58 8.83 6.70 453 45+000 LHS 10.87 22.62 16.70 174 50+000 RHS 6.55 15.28 10.90 295 55+000 LHS 4.89 7.90 6.30 456 60+000 RHS 7.33 14.83 11.08 277 65+000 LHS 8.48 12.61 10.50 26
* TRL Equation - Log10 (CBR) = 2.48 - 1.057 x Log10 (mm/blow)
6.4.4 Characterisation of Subgrade
The details of all the tests carried out on subgrade for their Physical, Strength and Stability Characteristics are given in Table 6.11.
Table 6.11: Different Tests carried out on Subgrade Soil.
Sl. No. Test Parameters Method Reference
1 Dynamic Cone Penetration (DCP) ASTM-D6951-03
2 Field Density IS:2720 (Part 28)3 Water Content IS:2720 (Part 2)4 Grain Size Analysis IS:2720 (Part 4)5 Atterberg Limits IS:2720 (Part 5)6 MDD-OMC
(Compaction) IS:2720 (Part 8)
7 CBR IS:2720 (Part 16)8 Free Swell Index IS:2720 (PART 40)
The laboratory test results consist of Gradation, Atterberg limits, compaction characteristics (maximum dry unit weight and optimum moisture content relationship as per heavy compaction), CBR(soaked), Free swelling etc. for the subgrade soils underneath the existing pavement. The test results of subgrade soils are summarised in Table 6.12.
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Table 6.12: Test Results of Existing Subgrade Soil
Sl. No.
Sample Reference,
Existing CH. In Km.
Grain Size Analysis ( % Passing by Weight) Atterberg Limits Soil Classification as
per IS:1498
Laboratory Heavy Compaction as per
IS:2720 (Part 8)
CBR 4 Day
Soaked at OMC &
97% of MDD
Free Swell Index in %
75 mm
19 mm
4.75 mm
2.0 mm
425µ
75 µ
LL%
PL%
PI %
MDD (gm/cc)
OMC in %
1 35+000 - 92.71 87.86 84.58 75.41 44.88 28.2 NP NP SM 1.76 14.20 6.90 6.70 2 40+000 - - 97.39 95.33 91.32 48.04 21.5 NP NP SM 1.97 9.60 6.50 7.14 3 45+000 - - 99.01 97.67 94.49 74.55 23.8 18.1 5.7 CL-ML 1.99 10.50 11.00 3.70 4 50+000 - - 97.72 96.29 93.21 41.17 23.6 NP NP SM 1.86 11.80 7.20 7.69 5 55+000 - - 99.12 98.81 97.65 67.81 24.6 NP NP ML 2.03 9.60 8.00 7.69 6 60+000 - - 93.44 89.77 83.12 56.70 22.9 17.0 5.9 CL-ML 1.98 9.50 10.30 15.38 7 65+000 - - 96.07 95.22 93.24 68.93 19.7 15.4 4.3 CL-ML 2.04 9.10 9.90 4.00
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6.5 Material Investigations
The sources for material; metal quarry material and sand quarry have been identified around the project area. The details of borrow soil and quarry material, location and distance from the project road are given in Table 6.13.
6.5.1 Borrow Area Soil
The borrow areas were identified in and around (not within ROW) and along the project road. The suitability of borrow material is established from laboratory testing.
6.5.2 Sand Quarry
Sources of natural sand have been primarily identified for construction works and are given in Table 6.13. Sand will be obtained from bed of rivers and streams during dry periods. Sand samples collected from these sources were sent to the laboratory for grain size analysis and determination of their zoning and fineness modulus.
Table 6.13: Lists of Source of Materials
Sl. No Location District State
Coarse Sand1 Raipur Saharanpur Uttar Pradesh
Aggregate1 Raipur Saharanpur Uttar Pradesh
RBM (River Bed Material)1 Maidhuwala, Nazibabad Bijnor Uttar Pradesh
6.6 Inventory and Condition Survey of Culverts
There are total 67 culverts and out of these some are structurally in good condition which can be widened. Some culverts being completely chocked and structurally in bad condition require reconstruction. Detailed development proposal of the each culverts are given in Chapter 8.0: Development Proposal. Type of culvert and their numbers are given in Table 6.14.:
Table 6.14 - Details of Culverts and Condition
Type of Culverts Number Slab 20 Pipe 43 i) Dia < 0.90m 24 ii) Dia ≥ 0.90m 19 Brick Arch 4 Total Number of Culverts: 67
6.7 Bridges Investigations Detailed inventory and condition survey of all bridges and culverts on the project road has been carried out. Prior to carrying out inventory survey, details of existing structures were obtained from the concerned department (what ever available) and they have been compared during site inspection.
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Scott Wilson 6 - 14 January 2011
6.7.1 Bridge Inventory
There are total 7 numbers of bridges along the project road. Out of these, there are 1 major river bridges, and 6 minor bridges. Their location, span arrangement and length and type of structure are listed below in Table 6.15.
Table 6.15-Major and Minor Bridges along the Project Road
SL. No.
Chainage (km)
River / Nalla
Span arrangement
(No. x Span) m
C/W/ Total Width (m)
Skew / Curve / Straight
Type of Structural Elements
Major Bridges1 40+545 Canal 3 x 25.0 7.60 Straight RCC Girder and Slab
Minor Bridges1 36 + 570 Nala 4 x 8.5 6.40 Straight Brick Arch2 41 + 590 Canal 3 x 10.0 7.20 Straight Brick Arch3 58 + 610 Nala 4 x 2.5 9.80 Straight Slab4 58 + 640 Nala 1 x 20.0 7.40 Straight RCC Girder and Slab5 60 + 915 Nala 3 x 2.8 8.40 Straight Brick Arch6 62 + 460 Canal 3 x 3.0 9.40 Skew Slab
6.7.2 Condition Survey of Bridges
Condition survey of all bridges at this stage has been carried out by visual observation. During the initial inspection it was observed that due to non-maintenance over the years the structure of all the deck slabs of major type of bridges has minor scaling. On the contrary the substructure and foundations are in quite a good condition. The girders of some other bridges as shown in the photographs show that they are in good condition. In general the wearing coat and expansion joint have deteriorated to a great extent. Railing either full or in part have been damaged. Vegetation growth has come up in almost all the bridge because of non-maintenance / non-clearance of channel near the structure. Bearing in some places are rusted and need cleaning and if required greasing.
6.8 Railway Level Crossing/ROB/RUB/VUP & Other Structures Railway line intersects the project road section at two places; both of these locations are with in
the Hapur town. ROB is under construction for these Railway level crossings. NH-24 (Hapur Bypass) intersects the project road with grade separated structure at Km. 34+190. List of the railway level crossing are given in Table 6.16. Details of VUP crossing on the project road are given in Table 6.17.
Table 6.16: List of Railway Crossing on the Project Road Section.
Sl. No Chainage (Km.) Number of Tracks Remark
1 29 + 900 Single ROB under Construction2 30 + 400 Double ROB under Construction
Table 6.17: List of VUP on the Project Road Section
SL.No Chainage (Km.) Number of Lanes Span Arrangement Remarks
1 34 + 171 Four 2x10.5 On NH-24 Crossing
Annexure – 6.1 Photos of Minor and Major Bridges
Annexure-6.1
Page 1 of 2
Minor Bridge at Km 58+610 Minor Bridge at Km 41+590
Major Bridge at Km 40+545 Minor Bridge at Km 36+570
Annexure-6.1
Page 2 of 2
Minor Bridge at Km 62+460
Minor Bridge at Km 58+640 Minor Bridge at Km 60+915
Chapter – 7 Design Standards
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Scott Wilson 7 - 1 October 2010
7.0 DESIGN STANDARDS 7.1 Introduction
The section of the NH-235 under the scope of study starts from Meerut, km 0+000 and ends at Bulandshahr, km 66+482. The existing facility is predominantly two lane bituminous carriageway and it has to be widened to 4-Lane. The proposed rehabilitation and up-gradation is to develop the existing road as a partially access controlled highway with divided carriageway configuration in all respect.
This section describes the standards and principles based on which the various elements of the project road are designed. The proposed standards are consistent with the parameters recommended in the relevant standards of the Indian Roads Congress (IRC). The aim of this chapter is to evolve, Design Standards and Material Specifications for the study primarily based on IRC publications, MORT&H circulars, IRC:SP:84-2009 (Manual of Specifications and Standards for four laning of National Highways Through public Private partnership) and to recommend the same for concurrence/approval of NHAI. Where Indian standards are not adequate or not available for design, International standards and specifications followed by foreign countries are adopted.
7.2 Guiding Principles While doing the design, the following important points have been taken into consideration:
The designed facility shall not become obsolescent before the design year. Design shall be consistent and the standards followed for different elements shall be
compatible with one another. The design shall cover all geometric aspects of road including signages, grade separated
structures, ROBs, etc. The design will be done aiming at minimizing the vehicle operating cost including initial
cost, cost of maintenance etc. The design will take into consideration the environmental, aesthetic and landscaping aspects
of the project road 7.3 Terrain Classification Following terrain classification recommended by IRC-73 is adopted: Terrain Classification Percentage Slope of the Country Plain 0 – 10 Rolling >10 – 25 Mountainous >25 – 60 Steep >60
Short stretches (less than 1km) of varying terrain in the project stretch has not been taken into consideration while deciding the terrain classification for the project road
The proposed alignment traverse through Plain and rolling terrain as per above classification and thus geometric designs will be prepared based on IRC: 73-1980 for plain and rolling terrain.
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Scott Wilson 7 - 2 October 2010
7.4 Design Speed
Design speed is the basic parameter, which determines the geometric features of the road. The proposed design speeds for National and State Highway for different terrain categories as per IRC-73 are as follows:
Terrain Categories Design Speed (km/h)
Ruling Minimum Plain 100 80
Rolling 80 65 Mountainous 50 40
Steep 40 30
The design speed should preferably be uniform along a given highway. But variation in terrain may make changes in speed unavoidable. Where this is so, it is desirable that the design speed should not be changed abruptly, but in a gradual manner by introducing successive sections of increasing /decreasing design speed so that the road users get conditioned to the change by degrees.
7.5 Cross Sectional Elements 7.5.1 Road Land Width/ Right-of-Way (ROW)
Road land width (also termed as Right of way) is the land required for road purpose. Proposed land width (ROW) for the Project road is 60 metre.
In high banks, deep cuts, unstable or landslide prone areas and at major intersections, wherever the requirement for the ROW was felt to be greater than 45 metre, suitable measures have been taken by providing retaining structures to restrict the ROW within 45 metre.
7.5.2 Cross-Sectional Requirement in Rural Sections (i) Minimum Width of Median
(a) Raised Median with mountable kerbs as per IRC:86. ………………………..…………...4.5M
(ii) Width of Paved Carriageways on both side of median (a) 2 lane carriageway with each lane 3.5m wide. …………………………………………...7.0M
(iii) Median Side Paved strip adjacent to carriageway having same specification as main carriageway
(a) Raised Median. …………………………………………………………………….…….0.25M
(iv) Paved shoulder on left side of the pavement having same specification as main carriageway in plain and rolling terrain. ………………………………………………………….…...1.5M
(v) Width of Earthen Shoulder...…………………………………………………………...…2.0M (vi) Side Drain Cross section shall be designed to cater for effective drainage of estimated peak
hour run off
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Scott Wilson 7 - 3 October 2010
(vii) Width of utility corridor on both sides. …………………………………………..…..…2.0M 7.5.3 Cross-Sectional Requirement in Urban/Built up Sections (i) Minimum Width of Median
(a) Flush median with central crash barrier……………. ……………………………………...4.5M (ii) Width of Paved Carriageways on both side of median (a) 2 lane carriageway with each lane 3.5m wide ..……………………………………...……7.0M (iii)Median Side Paved strip adjacent to carriageway having same specification as main
carriageway (a) Raised Median. ……………………………………………………………………...….0.25M (iv) Paved shoulder on left side of the pavement having same specification as main
carriageway in plain and rolling terrain. ………………………………………………....1.5M
(v) Width of Earthen Shoulder
(a) Plain and Rolling terrain (when no service road is provided) ………………………….…1.5M
(v) Width of service roads ……………………………………………………………………. 5.5M
(vi) Minimum width of separation island between main carriageway and Service road…………………………………………………………………………………….....1.5M
(vii) Minimum width of footpath………………………………………………………………1.5M (viii) Side Drain Cross section shall be designed to cater for effective drainage of estimated Peak hour run off (ix) Width of utility corridor on both sides. …………………………………………….……1.0M
The footpath shall be designed for use of pedestrians and cyclists as per site requirements. Side drain and utility corridor can be accommodated either under footpath or separation island depending upon local situation.
7.6 Camber or Crossfall
Straight Section: A Uni-directional crossfall of 2.5% for bituminus surfacing carriageway sloping towards the outer edge. The crossfall for earthen shoulder is 3.0%.
Superelevated Section: Earthen shoulder on the high side of superelevated portion is provided with reverse slope from the superelevated carriageway portion. The rate of change of pavement crossfall and outside earthen shoulder crossfall should not exceed 5%.
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Scott Wilson 7 - 4 October 2010
7.7 Horizontal Alignment 7.7.1 Radii of Horizontal Curves
The minimum radii of the curve corresponding to the design speed have been provided as per IRC stipulations. Adopting a maximum value of 5% for super elevation and 15% for side friction factor, the minimum radius for horizontal curves works out as follows as per IRC: 38 / IRC SP-48.
Terrain Categories Radius of horizontal curves (m) Desirable Minimum Plain 400 255 Rolling 255 170 Mountainous 100 65
It was our endeavour to provide the desirable radius on the curves. As per the codal requirement, the minimum length of radius for the project is 170 metre. But where site conditions are restrictive and to minimise major realignment, minimum length of radius adopted is 150 metre. This minimum length of radius 150m is calculated based on design speed of 60 kmph, as per the following equation:
fe
VR
127
2
min
Minimum Design Speed, V = 60 kmph Maximum Superelevation, e = 0.05 Design coefficient of lateral friction, f = 0.15 7.7.2 Super elevation
The super elevation at curves is arrived by assuming that centrifugal force corresponding to three-fourth the design speed is balanced by side friction and rest countered by side friction.
RVe 225/2
where : V - Design speed in km/hr. e - Super elevation in meter per meter R - Radius in meters.
Superelevation obtained from the above expression is kept limited to maximum value of 5% Method for attaining superelevation
Dual – inner edge pivot of both carriageways at different chainage is used for attaining superelevation. This pivot 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 superelevation to the left and right carriageways will start (or end) at different chainages, to ensure that the rate of change remains the same for both. The method is explained in following figure.
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Scott Wilson 7 - 5 October 2010
7.7.3 Transition Curves
The rate of change of super elevation considered was not steeper than 1 in 100. It is found that transition curve lengths designed following IRC:73 are insufficient in four lane situations where the carriageway is rotated about the median edge. Hence the following three formulae were used for calculating the transition lengths and maximum value was adopted for design:
Ls = 2.7 V2 / R From IRC 73 Ls = 0.0215 V3/ CR Ls = e x w x 100 considering rate of change of superelevation Where : R - Radius of curve in meters V - Vehicle speed in Km/hour Ls - Length of transition in meters C - Rate of change of acceleration. e - Rate of change of superelevation w - Width of rotation in m 7.8 Sight Distance
Safe stopping sight distance, both in the vertical and horizontal directions was applied in design. The sight distance values as per IRC recommendations are as follows:
Design Speed (km/h) Safe stopping sight distance (m) 100 180 80 130 65 90 50 60 40 45 7.9 Vertical Alignment
The vertical alignment of the carriageway will generally be compatible with the guidelines given in the IRC and the maximum gradient at all structure approaches was restricted to 2%.
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Scott Wilson 7 - 6 October 2010
At locations of grade break of 0.5%, vertical curves were provided. The length of vertical curve was not less than 0.6V (kmph). Numbers of PVI are not more than 4 in one km. At locations of sight deficiency, at least Stopping Sight Distance (SSD) was provided.
7.9.1 Vertical Curves
Vertical curves were designed to provide for visibility at least corresponding to the safe stopping sight distance. More liberal values were adopted wherever this is economically feasible. Valley curves were designed for headlight sight distance. The ‘K’ values for design control and the minimum length of vertical curves are as follows:
Terrain Categories
‘K’ value for summit curves
‘K’ value for valley curves
Minimum length of curve
(m) Desirable Minimum Desirable Minimum Plain 74 38 42 28 60 Rolling 38 18 28 18 50 Mountainous 8 5 10 7 30
7.10 Embankment The height of the embankment was based on the final road level. The following guidelines were followed for fixing the road level:
(i) The top of sub-grade is at least 1.0m above the high flood level/high water table/pond level. Where it was found difficult to fulfil these criteria without needing reconstruction or raising in substantial length, the criteria were relaxed depending on site condition, ensuring minimum difference of 0.6 m between the top of sub grade and HFL/high water table/pond level
(ii) Side slopes were not kept steeper than 2H:1V. Where necessary the embankment was retained by a retaining structure.
(iii) High embankment (height 6 m or above) in soil shall be designed from stability considerations. For design of high embankment IRC:75 and MOSRTH-Guidelines for design of High Embankment will be referred to.
7.11 Pavement Design 7.11.1 Subgrade
The subgrade whether in cut or fill should be well compacted to utilise its full strength and to economise thereby on the overall thickness of the pavement required. The current MOSRTH Specification for road and Bridge works, recommends that the subgrade shall be compacted to 97 % of dry density achieved with heavy compaction (modified proctor density) as per IS:2720(Part 8). Material used for subgrade construction should have the dry density of not less than 1.75 gm/cc.
For Design, the subgrade strength is assessed in terms of the CBR of the subgrade soil. CBR was determined as per IS:720(Part 16). Materials in the CBR test was compacted to the minimum 97% of heavy compaction and the specimen was soaked in water for a period of four days prior to testing.
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Scott Wilson 7 - 7 October 2010
The design was based on the CBR value of the weakest soil type proposed to be used for subgrade construction or encountered extensively at subgrade level over a given section of the road, as revealed by the soil survey.
7.11.2 Type of Pavement
Flexible bituminous pavement will be adopted for the project stretch except at Toll plaza location where Rigid Cement concrete pavement will be adopted.
7.11.3 Design Traffic
Pavement of the main highway is designed for the cumulative number of standard axles of 8.16 tones over the design life of 15 years. The cumulative axle load for the purpose of design shall not be less than the number of standard axles obtained if the base year traffic is cumulated at a rate of growth calculated based on the elasticity procedure outlined in IRC: 108-1996 “Guidelines for Traffic Prediction on Rural Highways”. In the elasticity approach, a relationship is established between traffic and socio-economic indicators of influence area.
7.11.4 Design Procedures (a) Flexible Pavements The new flexible pavement shall be designed in accordance with IRC:37: 2001
b) Rigid Pavements The new rigid pavement shall be designed in accordance with IRC:58: 2002 7.12 Service Roads
Local traffic in buitup area needs to be separated with provision of service roads. Built up area shall mean all sections of the project highway, which are within the limits of municipal town and shall also include those sections having continuous length of 200m or more in non-municipal areas where dwellings/shops have been built on one or both side of the project highway on at least 50 percent of the total length of each section. The spacing between two consecutive entry and exit ramps for the service road has not been kept less than 500m.
(a) Type of Pavement: Bituminous (b) Design Traffic: 20% of the main highway (c) Width: Carriageway: 5.5m (d) Extra Widening: To be provided at flares for underpass approaches, adequate turning radius,
U-turn facility etc. as per requirement.
7.13 Geometric Design Requirements of additional features: (a) Median Openings: Length of median opening has not been kept less than 20.0m (b) Vehicular Underpass: Width: 7.5m minimum 10.5m (with footpath of 1.5m on both sides) desirable Vertical Clearance: 5.0m (c) Pedestrian/ Cattle Underpass: Width: 4.0m minimum
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Scott Wilson 7 - 8 October 2010
Vertical Clearance: 2.5m
(d) At Grade Intersection: At-Grade intersections have been designed as per IRC SP:41 and layout as per MOST Type Design for intersections on National Highways. However, these typed designs have been modified to provide for right turning lanes in the median, dropped kerbs and gap in channeliser to facilitate pedestrian crossing.
(e) Grade Separated Intersection: Layout and design of Grade separated intersection has been made as per IRC :92 , keeping in view the site requirement.
7.14 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
7.15 Roadway Width at Cross-Drainage Structures 7.15.1 Culverts
The culverts will be built to the same width as the flanking roadway and have been designed following IRC: SP-13.
7.16 Design Standards for Structures 7.16.1 General
This section deals with the standards to be adopted vis-à-vis for ROBs, flyovers, bridges, underpasses and culverts. It also provides for the type of materials and their specifications that would be adopted for the above structures, the loads and forces to be considered. It is intended that the project road will accommodate 4-lane traffic (2-lane divided) at present and to be widened to 6 lanes at a later stage if required.
The design standards for bridges has been worked out on the basis of recommendations regarding loading and material strength characteristic contained in the current bridge design practices and are contained in the relevant IRC standards. The aspects regarding geometry and structural design of various components and settlement effects formed main considerations for design of bridges.
The design of bridges is based on various parameters and data such as design discharge of stream, HFL, scour level, characteristic of stream/river, sub-soil type, selection of site, etc. The selection of proper bridge site, computation of design discharge, bearing capacity and characteristic of soil are required to conceptualize a new bridge. The carriageway width, footpaths, crash barrier are provided as per MOSRT&H guidelines. Based on all these data, type of bridge, length of bridge, height of bridge, type of foundation whether shallow or deep is decided. Two or three alternatives of bridge superstructure and sub-structure are conceived and
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Scott Wilson 7 - 9 October 2010
the cost of each alternative worked out, the most economical alternative was selected. In case there is already an existing bridge and a new 2 lane bridge is proposed parallel to it, the spans of new bridge is kept same as that of existing bridge or larger span lengths in multiple of existing span is adopted so that pier and abutments of existing and new bridge are in line and no obstruction to flow of water takes place. The various data required for bridge design, method of computation of these data and parameters of bridge design are given below
7.16.2 Hydraulic and Hydrological Investigations
The objective of this investigation is to plan the structures so that the bridge / CD structure should pass safely the design discharge without disturbing the regime of river. The CD structure should not obstruct the flow of river and the length of bridge should be equal to regime width of the river as given by the formula for regime condition in IRC: 5. It is necessary to access correctly the discharge of river, HFL, scour depth, flood frequency, intensity of rainfall and average velocity of flow.
Discharge Computations
The design discharge for which the waterway of bridge is to be designed shall be the maximum flood discharge on record for a period of 100 years for major bridges and 50 years for minor bridges. In case where the discharges are not available it shall be calculated by various rational formula’s and methods given in literature.
The bridge must be able to pass the design flood reasonably. Design for extremely high flood is, however, not feasible for road structures. The consultant advises for minor Bridges and culverts 50 years return period and for major bridges flood 100 years return period is used.
The flood estimation methods for bridges are given below:
- Maximum rainfall. - Basin characteristics such as catchments area. - River cross sections for area of flow at bridge site, at up stream and down stream section. - Longitudinal sections of the river through the bridge. - Peak flood sequences. - Two monthly maximum rainfall.
The following methods for design discharge are used for bridges.
- Empirical methods based on area and two months’ maximum rainfall. - Flood frequency method. - Flood frequency index method. - Slope area method.
7.16.3 Cross-sectional Elements Width of Bridge Structural width for bridges/flyovers/road over Rail Bridge:
It is proposed to make the highway a 4-lane highway. All of the bridges except two bridges satisfy the 2-lane requirement. At seven places the new 4 lane bridges have to be built. At other places only 2 lane bridges have to be built or not required due to bypass.
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Scott Wilson 7 - 10 October 2010
The cross sectional details of the bridge are as shown in figure 8.15. As shown in the figure the outer to outer of crash barrier or handrail and crash barrier is 10.25m. The structural width for all new bridges will be kept same and the entire formation width will be carried out on to the structure. Any existing bridge of width less than 7.5m will be widened to 10.25m if possible. In case of new 4 lane bridges, there shall be two independent bridges with the overall deck width equal to 10.25m separated by the median width of 4.5m (inner to inner of crash barrier)
Median width
The width of median in the bridge portion shall be kept same as that of approaches . 7.16.4 Type of Super structure
When the length of the new bridges is less than 60m, the alignment of bridges is governed by alignment of the road. Considering small spans ranging from 9.0m to 25.0m (centre to centre of expansion gap) RCC T-beam and Slab type superstructure has been adopted here for overall economy, and easy and rapid construction. The following types of superstructures have been considered though in some cases RC Solid Slab type superstructure has been considered at end span to adjust total bridge length and linear waterway.
Type of Superstructure Span Length(c/c exp. Gap)
i) RC Solid Slab Up to 10.0m ii) RCC T–Beam & Slab 10.0 to 26.0 m iii) PSC I-girder 20.0 to 40.0m iv) Box girder 30 to 60.0m
The depth of superstructures has been decided based on structural considerations. Keeping in view the minimum vertical clearances above HFL, the road formation levels have been achieved.
7.16.5 Specification for Material
a) Concrete
The grade s of concrete will be either equal to or higher than those prescribed in IRC: 21-2000. i) Concrete Grades for various structural elements.
Grade of concrete in various structural elements shall be for moderate conditions of exposure.
Superstructure PSC Members M40 RCC T-Girder and Deck Slab M35 RCC Solid Slab M30 RCC Crash Barriers M40
Substructure RCC substructures and foundations M35 All PCC non structural members M15
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Scott Wilson 7 - 11 October 2010
Pedestals for bearings Pot M40 Elastomeric M35
b) Steel
This shall conform to provisions given in IS: 1786, IS: 423 (Part I).
i) Reinforcement Steel This will be; High yield strength deformed bars conforming to Fe 415/TMT. Mild steel shall be of grade Fe 240.
ii) Prestressing Steel
These should conform to IS: 6006.
System: 19K13 or 12T13 low relaxation multiple strands system Cables: 19K13 or 12T13 low relaxation with strands of 12.7m nominal diameters. Sheathing: 90mm OD HDPE/ metal sheathing duct.
c) Bearings
i) POT cum PTFE Bearings
POT cum PTFE bearings shall be provided conforming to IRC provisions.
d) Expansion Joints
Elastomeric strip seal type expansion joints shall be provided on all the bridges as per Clause No. 2607 of MORT&H specification for road and bridge works and interim specifications for expansion joints issued subsequently vide MORT&H’s letter no. RW/NH-34059/1/96-S&R dated 25.01.2001 and addendum thereto circulated vide letter of even no. 30.11.2001. In case of bridges with smaller spans slab seal type expansion joint shall be provided.
7.16.6 Loads and Forces to be considered in Design
Vertical Loads
a) Dead Loads
Following unit weights shall be assumed in the design as per IRC Codes.
Prestressed Concrete - 2.5 t/cu.m Reinforced Concrete - 2.4 t/cu.m Plain Cement Concrete - 2.2 t/cu.m Structural steel - 7.85 t/cu.m Dry Density of Backfill Soil - 2.07 t/cu.m Saturated Density of Backfill Soil - 2.2 t/cu.m
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 12 October 2010
b) Superimposed Dead Loads
Wearing Coat: 65mm thick asphaltic concrete with total 0.2 t/sq.m (2.2 t/m for 11.0m wide c/way including allowance for an overlay).
Crash barriers: From design (i.e. 1.0 t/m per side)
c) Live Loads
Carriageway Live Loads : The following load combinations will be considered in the analysis and whichever produces the worst effect will be considered.
- One/Two/Three lanes of IRC Class A. - One lane of IRC Class 70R (wheeled/ tracked) - One lane of IRC Class 70R (wheeled) with one lane of IRC Class A - Minimum clear distance between 70R vehicle and Class A vehicle, when placed side by side in
combination, shall be 1.2m for design. - Resultant live load stresses shall be reduced by 10% in case all the three lanes are loaded i.e. in
case of three lanes of IRC Class ‘A’ or one lane of IRC Class 70R with one lane of IRC Class A.
- Impact factor shall be as per Cl. 211 of IRC:6 for the relevant load combinations. For simplicity in design, Impact factor for continuous structures shall be calculated for the smallest span of each module and used for all the spans of that module.
d) Horizontal Forces i) Longitudinal Forces due to live load Following effects shall be considered in the design. - Braking forces as per the provision of Cl. 214 of IRC: 6. - Distribution of longitudinal forces due to horizontal deformation of bearings/frictional
resistance offered to the movement of free bearings as per Cl. 214.5 of IRC: 6.
ii) Horizontal Forces due to Water Currents
The portion of bridge, which may be submerged in running water, shall be designed to sustain safely the horizontal pressure due to force of water current as per the stipulations of Cl. 213 of IRC:6. iii) Earth Load 1. Earth forces shall be calculated as per the provisions of Cl. 217 of IRC:6 assuming the following soil properties :
Type of soil assumed for backfilling : As per Appendix 6 of IRC: 78 with dry density of 2.07 t/cu.m and submerged density of 1.2 t/cu.m. Angle of Internal Friction : = 30 Angle of Wall Friction : = 20 Coefficient of Friction ‘’ at base : tan (), while is the angle of internal friction of substrata immediately under the foundations.
2. Live load surcharge shall be considered as per the provisions of Cl. 714.4 & Cl. 715.1.5 of IRC:78 i.e. equivalent to 1.2m height of fill in case of abutments and return/wing walls and o.6m height when there is no live load on the span.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 13 October 2010
iv) Centrifugal Forces For the road bridges situated on curve centrifugal forces shall have to be calculated as per the provisions of Cl.215 of IRC: 6 for a design speed applicable at horizontal curves.
v) Wind Effect
Structures shall be designed for wind effects as stipulated in Cl. 212 of IRC:6. The wind forces shall be considered in the following two ways and design shall be governed by the one producing the worst effect.
a. Full wind forces at right angles to the superstructure b. 65% of wind force as calculated in (i) above acting perpendicular to the superstructure and 35% acting in traffic direction.
vi) Seismic Effect
The road stretch is located in in Seismic Zone-III as per the revised seismap of India(IS:1893-2002). The seismic forces will be calculated as suggested by the modified clause for the interim measures for seismic provisions (Cl.222 of IRC:6-2000) published in Indian Highways, dated 28th May, 2009.
e) Other Forces/Effects
i) Temperature Effects a. The bridge structure/components i.e. bearings and expansion joints, shall be designed for a
temperature variation of + 17 degree C considering moderate climate. b. The superstructures shall also be designed for effects of distribution of temperature across the
deck depth as given in Fig. 10 of IRC6-2000, suitably modified for the surfacing thickness. Temperature effects shall be considered as follows :
a. Effects of non-linear profile of temperature shall be combined with 50% live load and full
value of ‘E’ shall be considered. b. Effects of global rise and fall of temperature shall be combined with 100% live load and full
value of ‘E’ shall be considered. ii) Differential Shrinkage Effects
A minimum reinforcement of 0.2% of cross sectional area in the longitudinal direction of the cast-in-situ slab shall be provided to cater for differential shrinkage stresses in superstructures with cast-in-situ slab over precast girders as per Cl 605.2 of IRC:22-1986.
However, effects due to differential shrinkage and/or differential creep shall be duly accounted for in the design. Additional reinforcements in the concrete deck shall have to be provided wherever found necessary.
iii) Construction Stage Loadings/Effects
A uniformly distributed load of 3.6 KN/m2 of the form area shall be 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.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 14 October 2010
iv) Buoyancy
100% buoyancy shall be considered while checking stability of foundations irrespective of their resting on soil/weathered rock/or hard rock. However, the maximum base pressures shall also be checked under an additional condition with 50% buoyancy in cases where foundations are embedded into hard rock. Pore pressure uplift limited to 15% shall be considered while checking stresses of the substructure elements.
f) Load Combinations to be considered in Design
All members shall be 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 shall be as per Cl. 202 of IRC:6 and Cl. 706 of IRC:78.
In addition, the stability of bridge supporting two superstructures (with an expansion joint) shall be checked under one span dislodged condition also.
g) Exposure Condition
Moderate exposure conditions shall be considered while designing various components of the bridge.
h) Design Codes
The main design criteria shall be to evolve design of a safe structure having good durability conforming to the various technical specifications and sound engineering practices.
Various Codes of Practices referred shall be as under :
i) IRC:5-1998 ii) IRC:6-2000 alongwith the latest amendments i.e. upto 28th May, 2009 iii) IRC:18-2000 iv) IRC:21-2000 v) IRC:22-2000 vi) IRC:45-1972(reprint 1996) vii) IRC:78-2000 viii) IRC:83-1982 (Part I) ix) IRC:83-2000 (Part II) x) BS 5400 – Part IX (For design of POT/POT-PTEE Bearings) xi) IS 1893-2002 – (Part-I)
i) Load combinations
The various load combinations to be considered will be as per the provision of IRC:6-2000.
7.16.7 Design Methodology
Superstructure
General The superstructure is designed for various combination of Class A load and 70R load, severest of these load combination are chosen for design. The method of analysis and design of
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 15 October 2010
superstructure depends on type of superstructure. Grillage analysis or any other suitable analysis is adopted for T Girder, I Girder, solid slabs, voided slabs, live load analysis for box girder a single line beam is idealised for longitudinal live load analysis. The superstructure is analyzed in the longitudinal direction for bending moment and shear, corresponding reinforcement or prestressing is provided for it. In the transverse direction deck slab is analyzed as continuous over girders and effect of differential bending of girders is also considered for deck slab design. The superstructure is also designed for temperature stresses, resulting from maximum and minimum temperature variations. The superstructure shall be RCC solid slab for spans upto 10.0 m. For spans ranging from 10.0 m to 25 m RCC T-girder and slab shall be provided. For spans from 20.0 m to 30.0 m prestressed concrete I-girders or prestressed concrete voided slabs shall be provided. For spans over 30.0 m PSC single cell or multi cell box girder shall be provided.
RC Slab/RCC T- Beam & Slab Type Superstructure.
Based on the loads mentioned earlier, the bending moments and shear forces are worked out at the selected sections. Distributions of live load on longitudinal beams are worked out (in case of T-beam and slab type of superstructure). The sections are then designed as reinforced concrete sections subjected to the applied moments and shear forces. The design moments, shear forces and joint displacements can be worked out using Grillage method of analysis in STAAD-Pro, Rel. -2003 program, based on which structural design of various elements and checking of adequacy of different section can be done. The RC Solid slab superstructures shall be analyzed using Grillage analogy method to obtain internal moments and forces based on which structural design shall be carried out.
Modelling & analysis of Superstructure
Modelling is substituting the actual structure to an equivalent mathematical structure, which is amenable to computer analysis. In modelling, the properties of the prototype are required to be correctly assessed and assigned to corresponding components of the model. Similarly support conditions are based on deformations permitted at the supports. Grillage modelling offers a good choice for a large variety of super structure forms. The analysis is accurate only if the prototype is modelled accurately. We will pay special attention to the modelling / idealization aspect and if necessary will revise our model for greater accuracy.
We have suitable software for the analysis of bridges of all types for various IRC live loading, permanent dead loading and construction stage loading. These will be used in the analysis.
Design of Elements above Deck Level
The miscellaneous elements such as kerbs and parapets/railing are designed as reinforced concrete section for the loads and forces as per Cl. 209 of IRC: 6. - 2000. Design of Bearing
The loads transferred from the superstructure to the bearings shall be taken from the earlier analysis of superstructure. Short and long term deformations shall be computed for the temperature, shrinkage and creep of concrete.
Elastomeric bearings shall be designed as per IRC: 83 (Part II) for these effects as reinforced multi-layer neoprene bearings. However, design loads and movements are to be supplied to the manufacturer to enable him to manufacture these bearings. The manufacturer’s details & design have to be got checked to ensure compliance with the design requirements.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 16 October 2010
Substructure and Foundation
Piers Pier will be wall/circular type with cantilever fixed at base, which is taken as top of foundation. The sections at various levels will be checked as sections subjected to axial thrust and bi-axial bending. In addition to dead load and live loads from superstructure, the pier substructure and its foundation will be designed for the loads due to seismic/wind and water current forces as appropriate.
Abutment Abutments will be of non-spill through type. These shall be designed resting on open foundations, pile foundations or well foundations as per requirement and may have cantilever returns at top. In case the cantilever returns become too long independent RCC retaining walls shall be provided. For height of abutments greater than 8.0m counter forts shall be provided.
Open foundation for piers and abutments shall be designed in reinforced concrete. The stability checks shall be carried out as per relevant IRC Codes.
Foundation
Foundation of bridge / ROB is to be conceptualized after evaluation of subsoil data such as type of soil and its safe bearing capacity at foundation level for abutment/pier/return-wall and footings. Thereafter suitable type of foundations is to be provided with respect to soil and type of superstructure. Adequacy of the size and depth of foundation will be ensured for the satisfactory performance of the structure. The structural design of the foundation is to be designed as per the latest computerized modeling. Particular attention is paid to stability checks and corresponding safety factors.
Open Foundation.
Design of isolated open foundation shall be based on complete sub soil investigations. The allowable bearing pressure shall satisfy the provisions contained in the clause 708 and the minimum foundation depth shall not be less than that specified in Clause 705 of IRC: 78-2000.
The selection of the appropriate type of open foundation (counterfort type or cantilever type) depends on the magnitude and disposition of structural loads, allowable bearing capacity etc. However, if rock strata are encountered at shallow depth, it will be preferable to adopt open foundation to pile foundation. Deep Foundations
In case of large scour depths and unavailability of rock at shallow depth deep foundation shall be provided. This may be pile foundation or well foundation depending on vertical load, horizontal load, bending moment and soil strata. Cast in situ Pile foundation up to 1.2m dia can be constructed fast and are more suitable if the total length of pile is up to 25.0m, pile can also be seated on hard rock, guidance can be taken from appendix-5 of IRC –78-2000. Beyond 30.0m depth of foundation, well foundation shall be adopted as they can carry large horizontal loads and bending moments compared to pile foundations. Choice of foundation between pile and well shall depend on their relative merits and demerits with respect to loads and soil strata.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 17 October 2010
Load & Stresses In meeting the broad scope of the assignment as outlined, our methodology is as under.
Independent assessment of the loading will be made on each component of structure and possible combination of these loading in line with IRC: 6-2000 will be made for designing the various components of the bridge – structure at various stages of construction. These loading and loading combinations will be compared with other IRC codal provisions also wherever applicable.
Permissible stresses under various combinations of loading are different. These permissible stresses are given in IRC 6 and these will be followed. It will be ensured that these are never exceeded .If a particular component is appreciably under stressed then relevant sections will be revised and reduced in the interest of the economy.
7.16.8 Quality Assurance
A system of quality control is implemented for the detailed structural design:-
For a new bridge various data required i.e. hydrological data and sub-soil investigation are assessed accurately. The loads and stresses are calculated from the dimensions of structures and worst combinations of loading during the construction and after the completion of construction likely to be imposed on the structure are considered. International codes are referred where IRC Codes are silent. We therefore intend placing a team of proven competence to handle this assignment for its successful implementation.
It is ensured that design and drawings of best standard are produced. It implies laying down controls and checks at every stage of designs process and detailing of drawings, so that these are accurate and as per site requirements. In the design of bridges / ROB, the hydrological and sub-soil data obtained from the field is very important as the designs are based on such data and no any laxity in data collection is permitted. The length of bridge required, HFL, scour level, founding level are fixed according to above data. The type of superstructure, substructure and span arrangement is fixed to obtain an optimum cost of bridge. More than one alternative is studied and the most economic and satisfactory one is selected.
The type and depth of foundations are entirely dependent on type of sub-soil. Designer has to see that the foundations are adequately designed to take-up the loads coming on them.
7.17 Standards for Interchanges
Interchanges at major intersections will be proposed if found necessary and economically feasible. The design standards for the interchange elements will be as follows:
a) Design Speed
The proposed design standards for this element is as under:
Terrain Design Speed for Interchange Elements (km/hr) Left-turning ramps Right turning ramps/loops
Plain/Rolling Ruling 90 50 Minimum 70 50 Mountainous Ruling 50 40 Minimum 40 30
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 18 October 2010
For direct connections, a design speed of 60-65 km/hr will be adopted.
b) Radius and Sight Distance
Description Design Speed (Kmph) Radius (m) Stopping Sight Distance (m) Desirable 80 230 130 Minimum 60 130 80
The desirable values are normally meant for direct ramps and diagonal connections, whereas the minimum values are for loops.
c) Gradient
Maximum gradients proposed are: Desirable = 3% Absolute = 5% The vertical gradient is limited to 2% at ROB / Flyover locations.
The gradients at a particular interchange are dependent upon a number of factors and will be considered in detail. For downgrade ramps, steeper gradients will be avoided as far as possible.
d) Summit and Valley Curves for Interchanges
Both summit and valley curves would be designed for stopping sight distance subject to a minimum length equal to 0.6 V, where V = Design Speed in km/h.
e) Cross-Sectional Elements
The desirable carriageway width for two lanes is 7.5 m. The width of paved shoulders would be 1.5 m on either side. The recommended crossfalls are 2.5% and 3% for carriageway and untreated shoulder portions respectively.
f) Length of the Speed Change Lanes
The length of the speed change lanes for interchanges recommended are:
Description Design Speed (km/h)
Radius(m)
Stopping Sight
Distance (m)
Speed Change Lane Acceleration Lane
(m) Deceleration Lane
(m) Ramp 80 230 130 300 130 Loop 60 130 80 400 150
g) Illumination
The interchanges will be illuminated by high mast lighting. 7.18 Standards for At-Grade Intersections
The standards proposed in IRC SP: 41 “Guidelines for the Design of At-Grade Intersection in Rural and Urban Areas” will be applied.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 19 October 2010
7.19 Traffic signs and Road Markings
The design of traffic signs and road marking shall be done according to the IRC standards. Where necessary AASHTO standards will be used to augment the IRC standards.
Following is the list of IRC standards, which will be followed: IRC: 30-1968 - Standard letter and numbers of different heights for NH signs IRC: 35-1997 - Code of practice for Road markings IRC: 67-2001 - Code of practice for Road Signs IRC: 79-1981 - Recommended Practice for Road delineators IRC: 93-1985 - Guidelines and design IRC: SP-31-1991 - New Traffic Signs IRC: SP: 55-2001 - Guidelines for Safety in Construction Zones
Adequate safety measures have been considered on the design of the project road. These are indicated as below: Crash barriers Reflectors Proper superelevation and radii of curvature Traffic signages Lighting Drainage Seismic Stoppers for bridge structures
The safety during construction is achieved by providing
Signs (regulatory, warning and direction) Delineators Traffic cones and cylinders Drums Barricades Flagmen
Chapter – 8 Development Proposals
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 1 January 2011
8.0 DEVELOPMENT PROPOSALS 8.1 General
The project road NH-235, starts from Meerut Town (Km. 0+000) and ends at Bulandshahr town (Km. 66+482). Project road section traverses through three districts of the Uttar Pradesh, viz. Meerut, Ghaziabad and Bulandshahr. The nodal towns on the stretches are Meerut, Hapur, Gulaothi and Bulandshahr. The project was initially conceived and awarded to prepare detailed project report for upgradation and rehabilitation of Meerut – Bulandshahr section of NH-235 to 2-lane with paved shoulder configuration. However, traffic survey and analysis reveals that currently between Meerut to Hapur the total traffic is 23713 PCU while between Hapur to Bulandshahr total traffic volume count is 24172 PCU, which as per Clause 2.16 of IRC: SP:73-2007 do not warrant for 2-lane. As per Clause 2.17 of IRC: SP: 84-2009, the project road warrants for a four lane highway with level of service “B”. Both MORT&H and NHAI officials were made aware of this scenario in the meeting held at MORT&H on 10th September 2010 and the officials agreed in principle to prepare the Draft and Final Feasibility Report based on proposed development of the highway on 4-lane configuration. The same was further corroborated by NHAI in the meeting/presentation held at NHAI headquarter on 14th September 2010. At the beginning of the project inside the Meerut town from km 0+000 to km 7+469 the existing project road is already developed as a four-lane highway with divided carriageway. Hence, considering all these factors, the development proposal for the Meerut-Bulandshahr section of NH-235 is framed with the concept of 4-lane configuration highway from km 7+469 to km 66+482.
8.2 Alignment and Geometry The stretch of the NH-235 under the scope of study runs predominantly through plain terrain and the existing horizontal and vertical geometry is quite adequate with respect to the proposed design standard. The horizontal geometric design is done ensuring maximum usage of exiting pavement in rural stretches and maximum utilization of ROW and minimum fresh land acquisition in urban stretches. The design standards as stated in Chapter 4 would be ensured with a realistic compatibility with the existing pavement, ROW and utilities.
8.3 Cross Sectional Details 8.3.1 Lane Width
The width of a basic traffic lane is proposed to be 3.50m. Thus, for 2-lane the carriageway widths will be 7.0m. In case of the divided cross-section, a 0.25 m wide edge strip with a composition same as that of the adjacent pavement will be provided as compensation for kerb shyness.
8.3.2 Paved Shoulders
Full strength pavement for paved shoulder is proposed. Width of these shoulders will be 1.50m in rural sections. However in urban section the width has been increased to 2.0m. These will provide better traffic operations, lower maintenance cost and will help to directly use these as part of carriageway when the road is widened in future
8.3.3 Earthen Shoulders Earthen shoulders are proposed to be 2.0m wide on either side of the proposed main carriageway
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 2 January 2011
for rural pain and rolling terrains. If site condition warrants, the width can be reduced to 1.50m for urban /built-up sections.
8.3.4 Median In rural stretches, the project road will have raised median and its width is proposed to be 4.50m. However in urban stretches 1.5m wide median with pedestrian guard rail has been proposed. The medians will be edged with 250 mm high non-mountable concrete kerbs.
8.3.5 Service Road Where Service road is provided, it will be of 5.5m carriageway width of different pavement composition based on the expected traffic. The minimum width of separation between main carriageway and service road is proposed to be 1.50m.
8.3.6 Footpath Where footpath is proposed, minimum width of footpath will be of 1.50m. The side drain in such stretches will be accommodated under the footpath.
8.3.7 Utility Corridor Minimum width of utility corridor for rural sections will be 2.0m and for urban/ built-up sections will be 1.00m.
8.3.8 Side Slopes For fill sections, the following side slopes are proposed: Embankment height up to 3.0 m - 2H:1V and Considering the Embankment
material Property
Embankment height from 3.0 m to 6.0 m - 2.5H:1V and Considering the Embankment material Property
Embankment height exceeding 6.0 m - To be designed as per material property and as per IRC: 75
Cutting sections - 1H: 1V and with considering the material property of the cutting material.
8.3.9 Crossfall
The crossfall for the pavement and paved shoulders will be 2.5%. For earthen shoulders and median the corresponding value will be 3.0 %.
8.3.10 Proposed ROW A uniform ROW of 60m width has been considered irrespective of the type of abutting land use for the proposed roadway, except at urban sections having restricted availability of land on either side of the project road. In such cases, proposed ROW is kept as 45m.
8.3.11 Cross Section The typical cross sections to be followed in the project stretch are detailed as below:
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 3 January 2011
TCS-I: 4-lane Eccentric Widening in rural stretches TCS-IA: 4-lane Eccentric Widening in Built-up stretches TCS-II: 4-lane Concentric Widening in restricted ROW stretches TCS-III: 4-lane Concentric Widening in built-up stretches having restricted ROW TCS-IV: 4-lane Concentric Widening in pavement reconstruction stretches TCS-V: 4-lane Bypass / Realignment TCS-VI: 4-lane Approach for VUP / Bridges on Bypass / Realignment without RE Wall TCS-VII: 4-lane Eccentric Widening at Bridge Approaches TCS-VIII: 4-lane ROB Approach on Bypass with RE Wall
TCS-IX: 4-lane Widening of Slip Road of existing Flyover / VUP on existing Hapur Bypass of NH-24
Figures 8.1 to 8.9 shows the typical cross sections to be followed on the project stretch.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 4 January 2011
Figure 8.1: Typical Cross Sections - I
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 5 January 2011
Figure 8.1A: Typical Cross Sections - IA
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 6 January 2011
Figure 8.2: Typical Cross Sections - II
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 7 January 2011
Figure 8.3: Typical Cross Sections ‐ III
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 8 January 2011
Figure 8.4: Typical Cross Sections - IV
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 9 January 2011
Figure 8.5: Typical Cross Sections - V
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 10 January 2011
Figure 8.6: Typical Cross Sections - VI
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 11 January 2011
Figure 8.7: Typical Cross Sections - VII
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 12 January 2011
Figure 8.8: Typical Cross Sections - VIII
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 13 January 2011
Figure 8.9: Typical Cross Sections - IX
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 14 January 2011
8.4 Widening Scheme
The existing project road section of NH-235 has multi dimensional facets with respect to land use and road geometry and considering all these aspects the section-wise policy adopted for widening based on the initial investigations is given in Table 8.1. Mostly eccentric widening has been proposed for maximum utilization of the existing pavement. The side of widening has been decided considering the availability of land and location of any religious/socially sensitive structures. Concentric widening has been proposed in the built-up section to maximise the utilisation of the width of existing ROW.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 15 January 2011
Table 8.1: Tentative Widening Scheme
Existing Chainage Existing Length
(m)
Design Chainage Proposed Length
(m)
Proposed ROW
(m)
Median Width
(m)
Side of Widening
Improvement Proposals Cross-Section Type
Remarks From To From To Left Lane Right Lane
7+469 10+200 2731 7+469 9+500 2031 60 4.5 Eccentric on
RHS Functional
Overlay New
Construction TCS-IV
10+200 12+100 1900 9+500 12+100 2600 45 4.5 Concentric Widening
Widening & Overlay
Widening & Overlay
TCS-II
12+100 14+350 2250 12+100 14+800 2700 60 4.5 Phaphunda
Bypass (New Construction)
New Construction
New Construction
TCS-V
14+350 16+850 2500 14+800 17+300 2500 60 4.5 Eccentric on
RHS Functional
Overlay New
Construction TCS-IV
16+850 17+250 400 17+300 17+700 400 60 4.5 Eccentric on
LHS New
Construction Functional
Overlay TCS-IV
17+250 20+250 3000 17+700 20+900 3200 60 4.5 Kharkhauda Bypass (New Construction)
New Construction
New Construction
TCS-V
20+250 22+750 2500 20+900 23+400 2500 60 4.5 Eccentric on
RHS Functional
Overlay New
Construction TCS-IV
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 16 January 2011
Existing Chainage Existing Length
(m)
Design Chainage Proposed Length
(m)
Proposed ROW
(m)
Median Width
(m)
Side of Widening
Improvement Proposals Cross-Section Type
Remarks From To From To Left Lane Right Lane
22+750 34+171 11421
23+400 28+140 4740 60 4.5 Hapur Bypass
(New Construction)
New Construction
New Construction
TCS-V
Kaili and Hapur
Bypass on LHS
28+140 28+440 300 60 4.5 VUP on
Bypass (New Construction)
New VUP New VUP TCS-VI
28+440 31+100 2660 60 4.5 Hapur Bypass
(New Construction)
New Construction
New Construction
TCS-V
31+100 32+100 1000 60 4.5 ROB on
Bypass (New Construction)
New ROB New ROB TCS-VIII
32+100 34+600 2500 60 4.5 Bypass (New Construction)
New Construction
New Construction
TCS-V
34+600 35+456 856 60 4.5
On either side of the Flyover
on Hapur Bypass of
NH-24
Widening & Overlay
Widening & Overlay
TCS-IX
Widening of Slip Road at
Flyover on Nhpaur
Bypass of NH-24
35+456 38+978 3522 Existing
Hapur Bypass on NH-24
No Improvement
No Improvemen
t
OUT OF SCOPE
OUT OF SCOPE
38+978 39+350 372 60 4.5
On either side of the
existing VUP on Hapur Bypass of
NH-24
Widening & Overlay
Widening & Overlay
TCS-IX
Widening of Slip Road at
Flyover on Nhpaur
Bypass of NH-24
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 17 January 2011
Existing Chainage Existing Length
(m)
Design Chainage Proposed Length
(m)
Proposed ROW
(m)
Median Width
(m)
Side of Widening
Improvement Proposals Cross-Section Type
Remarks From To From To Left Lane Right Lane
34+171 34+930 759 39+350 40+050 700 45 4.5 Concentric Widening
Reconstruction Reconstructi
on TCS-II
34+930 35+900 970 40+050 41+030 980 60 4.5 Eccentric on
RHS Widening &
Overlay New
Construction TCS-I
35+900 38+000 2100
41+030 41+492 462 60 4.5 Eccentric on
LHS New
Construction Widening &
Overlay TCS-I
41+492 41+924 432 60 Varies
Eccentric on LHS with
Bridge Approach
New Construction
New Construction
TCS-VI
41+924 43+130 1206 60 4.5 Eccentric on
LHS New
Construction Widening &
Overlay TCS-I
38+000 39+000 1000 43+130 44+230 1100 45 4.5 Concentric Widening
Reconstruction Reconstructi
on TCS-II
39+000 41+000 2000
44+230 45+429 1199 60 4.5 Eccentric on
RHS Widening &
Overlay New
Construction TCS-I
45+429 45+924 495 60 Varies
Eccentric on RHS with
Bridge Approach
Widening & Overlay
New Construction
TCS-VII
45+924 46+131 207 60 4.5 Eccentric on
RHS Widening &
Overlay New
Construction TCS-I
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 18 January 2011
Existing Chainage Existing Length
(m)
Design Chainage Proposed Length
(m)
Proposed ROW
(m)
Median Width
(m)
Side of Widening
Improvement Proposals Cross-Section Type
Remarks From To From To Left Lane Right Lane
41+000 43+800 2800
46+131 46+507 376 60 4.5 Eccentric on
LHS New
Construction Widening &
Overlay TCS-I
46+507 46+940 433 60 Varies
Eccentric on LHS with
Bridge Approach
New Construction
New Construction
TCS-VI
46+940 48+930 1990 60 4.5 Eccentric on
LHS New
Construction Widening &
Overlay TCS-I
43+800 44+650 850 48+930 49+800 870 60 4.5 Eccentric on
RHS Widening &
Overlay New
Construction TCS-I
44+650 50+500 5850
49+800 51+445 1645 60 4.5 Gulaothi
Bypass (New Construction)
New Construction
New Construction
TCS-V
51+445 52+045 600 60 4.5 VUP on
Bypass (New Construction)
New VUP New VUP TCS-VI
52+045 55+555 3510 60 4.5 Gulaothi
Bypass (New Construction)
New Construction
New Construction
TCS-V
55+555 56+155 600 60 4.5 VUP on
Bypass (New Construction)
New VUP New VUP TCS-VI
56+155 57+375 1220 60 4.5 Gulaothi
Bypass (New Construction)
New Construction
New Construction
TCS-V
50+500 51+300 800 57+375 58+215 840 45 1.5 Concentric Widening
Reconstruction Reconstructi
on TCS-II
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 19 January 2011
Existing Chainage Existing Length
(m)
Design Chainage Proposed Length
(m)
Proposed ROW
(m)
Median Width
(m)
Side of Widening
Improvement Proposals Cross-Section Type
Remarks From To From To Left Lane Right Lane
51+300 61+100 9800
58+215 65+465 7250 60 8.0 Eccentric on
RHS Widening &
Overlay New
Construction TCS-I
65+465 65+875 410 60 Varies
Eccentric on RHS with
Bridge Approach
Widening & Overlay
New Construction
TCS-VII
65+875 67+745 1870 60 4.5 Eccentric on
RHS Widening &
Overlay New
Construction TCS-I
67+745 68+155 410 45 Varies
Eccentric on RHS with
Bridge Approach
Widening & Overlay
New Construction
TCS-VII
61+100 61+600 500 68+155 68+605 450 45 1.5 Concentric Widening
Reconstruction Reconstructi
on TCS-III
61+600 62+900 1300
68+605 69+230 625 60 4.5 Eccentric on
RHS Widening &
Overlay New
Construction TCS-I
69+230 69+675 445 60 Varies
Eccentric on RHS with
Bridge Approach
Widening & Overlay
New Construction
TCS-VII
69+675 69+805 130 60 4.5 Eccentric on
RHS Widening &
Overlay New
Construction TCS-I
62+900 65+695 2795 69+805 72+625 2820 60 4.5 Eccentric on
LHS New
Construction Widening &
Overlay TCS-I
65+695 66+060 365 72+625 73+020 395 60 4.5 Eccentric on
LHS New
Construction Widening &
Overlay TCS-IA
66+060 66+482 422 73+020 73+512 492 60 4.5 Eccentric on
LHS New
Construction Widening &
Overlay TCS-I
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Scott Wilson 8 - 20 January 2011
The widening scheme can be summarised as given in Table 8.2.
Table 8.2: Summary of Widening Scheme
TCS Description Design
Length (m)
TCS-I 4-lane Eccentric Widening in rural stretches (4.5 to 8m wide median) 20477
TCS-IA 4-lane Eccentric Widening in Built-up stretches 395
TCS-II 4-lane Concentric Widening in restricted ROW stretches 4400
TCS-III 4-lane Concentric Widening in built-up stretches having restricted ROW
450
TCS-IV 4-lane Concentric Widening with functional overlay over existing pavement
8271
TCS-V 4-lane Bypass / Realignment 22175
TCS-VI 4-lane Approach for VUP / Bridge on Bypass/Realignment 2365
TCS-VII 4-lane Eccentric Widening at Bridge Approaches 1760
TCS-VIII 4-lane ROB Approach on Bypass 1000
TCS-IX 4-lane Widening of Slip Road of existing Flyover / VUP on existing Hapur Bypass of NH-24
1228
Total 62521
Length of existing Hapur Bypass to be used as a part of this project, which has been kept out of the scope of development proposal of this project 3522
Total Project Length 66043
All the above schemes are general policy decisions but will be dependent on the precise geometric configuration, realignment, re-sectioning, reconstruction, exact land widths available etc. which will be closely looked during the DPR stage.
8.5 Proposal for Bypasses
The existing section of NH-235 from Meerut to Bulandshahr passes through number of town and villages. In general, bypasses are proposed where section of the road passes through heavily built-up area on both side, have very poor geometry and where availability of land width is not sufficient for accommodating the improvement proposal. With these considerations, at the draft Feasibility stage bypasses for Hapur and Gulaothi towns were proposed. However, after discussions with NHAI officials and subsequent site visit and also as per comments received from R.O., NHAI and PD, Meerut, vide letter no. 19014/1/RO/Lko/2009/2394 dated 9th October, 2010, bypasses were recommended for Phaphunda and Kharkhauda villages as well.
8.5.1 Phaphunda Bypass The settlement area of Phaphunda village spans between km 12+900 to km 13+500, with the existing land width being 30 to 32m. Concentric widening of the road at this section with proposed row of minimum 45m., will result in considerable demolitions and rehabilitations of existing settlements. Keeping this in view a bypass has been proposed on the left hand side of the existing road with an approximate proposed length of 2.7 km, starting at existing km 12+100 and ending at km 14+350. A tentative alignment proposal of the bypass is shown in Figure 8.10A.
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Scott Wilson 8 - 21 January 2011
8.5.2 Kharkhauda Bypass The dense rural settlement of the Kharkhaunda village starts at km 18+200 and ends at km 19+400, with average available land width between building line being around 32m. The improvement proposal of this section to 4 lane configuration with proposed ROW of 45m, will result in major rehabilitation and resettlement measures. Therefore, keeping in view of the larger social concerns a bypass is proposed on the left hand side of the existing road with an approximate proposed length of 3.2 km, starting at existing km 17+250 and ending at km 20+250. A tentative alignment proposal of the bypass is shown in Figure 8.10B.
8.5.3 Hapur Bypass The dense urban settlement of the Hapur town starts from km 26+400 and continue up to km 34+000. However, between 23+600 to 24+600 settlements of village Kaili extends the effective built-up stretch. The existing project road first enters Kaili village and then the heavily congested Hapur town from North direction and leaves toward South-East direction. The proposed bypass on the left hand side of the existing road, shall take-off from km 22+750 and after skirting several pockets of settlements the bypass shall meet the junction of existing Hapur Bypass of NH-24 with the old NH-24, where a flyover is being constructed. From this point onwards, traffic travelling from Meerut to Bulandshahr on this proposed bypass shall follow the existing NH-24, Hapur Bypass before again re-entering NH-235 at existing km 34+171, where also a Vehicular Underpass already exists. Salient Features of the proposed bypass alignment is presented in Table 8.3 and a tentative alignment is shown in Figure 8.10 C.
Table 8.3: Salient Features of proposed Hapur Bypass
Sl No.
Item Description
1 Length of new bypass 12.428 km
2 Length of existing Hapur Bypass (NH-24) to be used
3.522 km
3 No. of new Structures 1 no. ROB & 1 no. VUP
4 Special Features
a) Around 800m of the new alignment at proximity to River Kaili will require adequate protection work.
b) The junction of NH-235 with the existing Hapur bypass (NH-24) where a flyover is under construction on the existing Hapur Bypass, has to be signalised to ensure proper channelling of traffic movements.
5 Land use Agricultural 6 Proposed ROW 60m
7 Junction of New Bypass with existing Hapur Bypass of NH-24
At-grade : Signalised
8 Junction of Hapur Bypass of NH-24 with the existing NH-235
Existing VUP with Slip road shall facilitate the traffic movement to and from NH-235
9
Existing Slip Road at approach to Flyover and VUP on existing Hapur Bypass of NH-24
Existing Slip road on each side shall be widened from intermediate lane to 2-lane in each direction
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Scott Wilson 8 - 22 January 2011
8.5.4 Gulaothi Bypass Dense habitation of Gulaothi town has developed along the existing NH-235 for a length of around 3 km between km 46 to km 49. Therefore, as per IRC: SP: 84-2009 a four lane divided carriageway with both side service road to segregate the movement of local traffic from through traffic is necessary. This necessitates availability of a minimum land width of 46.5m. However, the average existing width between building lines on either side of the existing road is approximately 36m. Therefore, prima facie it seems provision of service road is not possible without demolition of road-side structures which primarily includes commercial establishments, an overhead water tank and few religious structures. Hence, in order to avoid the hassles involved in widening the existing project road in Gulaothi town section and considering future widening to six lanes, a bypass of NH-235 is a suitable option. Site reconnaissance carried out reveals that on left hand side the habitation has extended to a depth of around 1 km while on right hand side the depth is around 500m from the project road. Therefore avoiding the settlement area of the Gulaothi town as well as that of the succeeding Mori Kalan village, a 7.3 km long bypass of NH-235 starting from km 44.65 and ending at km 50.50 on the right hand side of the existing road is found to be feasible. The same is depicted in Figure 8.10D. The salient feature of Gulaothi town bypass is given here as under: Length – 7.575km No. of Structures – 2 nos. of VUPs on Major District Road crossings, 2 nos. of PUPs on
Village Road and 1 no. of Minor Bridge across Canal Landuse – Mostly agricultural Width of Proposed ROW – 60m Major Constraint – Land acquisition
.
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Scott Wilson 8 - 23 January 2011
Figure 8.9A: Hapur Bypass Options Figure 8.10A: Proposed Alignment for Phaphunda Bypass
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Figure 8.10B: Proposed Alignment for Kharkhauda Bypass
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Figure 8.10: Gulaothi Bypass
Figure 8.10C: Proposed Alignment for Hapur Bypass
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Scott Wilson 8 - 26 January 2011
Figure 8.10D: Proposed Alignment for Gulaothi Bypass
Proposed VUP (CH. 51+745)
Proposed VUP (CH. 55+855)
End of Bypass (Design Ch. 57+375) Existing Ch. 50+500
Start of Bypass (Design Ch. 49+800 Existing Ch. 44+650
Minor Bridge (CH. 52+257)
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Scott Wilson 8 - 27 January 2011
8.6 Homogeneous Sections for pavement design
8.6.1 Analysis of Unit Delineation by Cumulative Differences
A relative and straight forward and powerful analytical method for delineating statistically homogeneous units from pavement response measurements along a highway system is the cumulative difference approach. The method is fundamentally easy to visualize. This approach is adopted because it is readily adaptable to computerized solution and graphic analysis. This approach can be used for a wide variety of measured pavement response variables. In order to delineate a pavement length, an attempt is made to isolate each unique factor influencing potential pavement performance. Performance factors considered for delineating a pavement length follows: - Traffic - Pavement Condition - CBR - Characteristic Deflection The project road has been divided into homogeneous road sections on the basis of traffic generation and dispersal nodes located along the project road. The important dispersal/generation locations identified along the project road include:
Meerut (Km. 0+000) Hapur (Km.31+600) Bulandshahr (Km. 66+482)
8.6.2 Homogeneous section for pavement design of widening of existing lane Considering the above mentioned traffic generation/ distribution points and analysis of traffic data as given in Chapter 5, it was inferred that the total project stretch can be divided into homogeneous sections as stated below from the traffic point of view. Section I : From Meerut (Km. 0+000) to Hapur (Km. 31+600) = 31.6 km Section II : From Hapur (Km.31+600) to Bulandshahr (Km. 66+482) = 34.88 km
The traffic volume and CBR parameters are considered in unit delineation of project corridor for the pavement design for widening and reconstruction portions. The selection parameters and sections are presented in Figure 8.11 and final sections adopted are given in Table 8.4. Table 8.4: Homogeneous Sections for Pavement Design of Widening of Existing Lane
Sl. No.
Existing Chainage (km)
Design Chainage (km) Remarks
From To From To Length(m)
1 7+469 22+750 7+469 23+400 15931 No widening require to existing
pavement as widening & strengthening is in progress
2 22+750 34+171 23+400 39+350 15950 Hapur Bypass 3 34+171 44+650 39+350 49+800 10450 Section-1 4 44+650 50+500 49+800 57+375 7575 Gulaothi Bypass 5 50+500 55+000 57+375 62+040 4665 Section-2 6 55+000 64+300 62+040 73+512 11472 Section-3
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Scott Wilson 8 - 28 January 2011
Figure 8.11: Homogeneous Sections for Pavement Design for Widening of Existing lane
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8.6.3 Homogeneous section for overlay and reconstruction of existing lane The characteristic deflection, Pavement condition and traffic volume is considered in unit delineation of project corridor for overlay design. The analysis for unit delineation of Characteristic deflection of pavement is presented in Annexure 8.1. The selection parameters and sections are presented in Figure 8.12 and final sections adopted are given in Table 8.5.
Table 8.5: Homogeneous Sections for Overlay & reconstruction of existing lane
Sl. No. Existing
Chainage (km) Design
Chainage (km) Length (m)
Remark From To From To
1 7+469 12+100 7+469 12+100 4631 Functional Overlay 2 12+100 14+350 12+100 14+800 2700 Phaphunda Bypass 3 14+350 17+250 14+800 17+700 2900 Functional Overlay 4 17+250 20+250 17+700 20+900 3200 Kharkhauda Bypass 5 20+250 22+750 20+900 23+400 2500 Functional Overlay 6 22+750 34+171 23+400 39+350 15950 Hapur Bypass 7 34+171 34+390 39+350 40+050 700 Reconstruction 8 34+390 38+000 40+050 43+130 3080 Overlay Section 9 38+000 39+000 43+130 44+230 1100 Reconstruction
10 39+000 44+650 44+230 49+800 5570 Overlay Section 11 44+650 50+500 49+800 57+375 7575 Gulaothi Bypass 12 50+500 51+300 57+375 58+215 840 Reconstruction 13 51+300 61+100 58+215 68+155 9940 Overlay Section 14 61+100 61+600 68+155 68+605 450 Reconstruction 15 61+600 64+300 68+605 73+512 4907 Overlay Section
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Figure 8.12: Homogeneous Sections for Pavement design for Overlay of Existing Lane
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Scott Wilson 8 - 31 January 2011
8.6.4 Homogeneous section for pavement design of new construction The traffic volume and borrow area CBR parameters are considered in unit delineation of project corridor for the pavement design. The selection parameters and sections are presented in Figure 8.13 and final sections adopted are given in Table 8.6.
Table 8.6: Homogeneous Sections for New Pavement
Sl. No. Design Chainage (km)
Length (km) Remark From To
1 7+469 34+600 27.131
Pavement Section-I 2 34+600 35+456 0.856
3 35+456 38+978 3.522 No Improvement as on
Hapur Bypass of NH-24
4 38+978 39+350 0.372
Pavement Section-II
5 39+350 73+512 34.162
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Figure 8.13: Homogeneous Sections for New Pavement design
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8.7 Pavement Options
Pavement is the most significant component of a road and therefore its design strengths must be assured to support the projected traffic loading throughout the design period. Its cost represents largest proportion of the total construction cost (i.e. about 40% for new roads and about 60% for rehabilitation projects). The purpose of the pavement study is to make analysis of different pavement alternatives to provide a basis for selection of the most advantage solution, considering all costs occurring during the life of the pavement, viz., construction costs, maintenance costs and costs for the road users. In pavement option study, the following would be studied in detail: New flexible pavement on the widening part and for full reconstruction stretches Flexible overlay over the existing pavement Flexible Pavement for partial reconstruction stretches of existing pavement. The different pavement design methods for above pavement options shall be studied and applied, which are given in Table 8.7.
Table 8.7: Pavement Design Methods
Pavement Option
Option type Design Method
1 New Flexible Pavement IRC: 37-2001, AASHTO Method 1993
2 Flexible Overlay IRC: 81-1997
3 New Rigid Pavement IRC: 58-2002
8.7.1 IRC: 37-2001 Method of Flexible Pavement Design –Widening and for New construction
The pavement designs given in the previous edition of IRC: 37-1984 was applicable to design traffic upto 30 million standard axles (msa). With the increasing traffic and incidence of overloading, arterial roads need to be designed for traffic far more than 30 msa. As empirical methods have limitations regarding their applicability and extrapolation, the analytical method of design has been used to analyse the existing pavement and develop a new set of designs given in IRC: 37-2001 for design traffic upto 150 msa making use of the results of pavement research work done in the country. It gives pavement design catalogue for subgrade CBR values ranging from 2 percent to 10 percent and ten levels of design traffic 1,2,3,5,10,40,50,100,150 msa. The pavement composition given in the design catalogue is relevant to Indian conditions, materials and specifications. For intermediate traffic ranges, the pavement layer thicknesses are interpolated linearly. But for traffic exceeding 150msa, the pavement design appropriate to 150msa has been chosen and further strengthening shall be carried out to extend the life at the appropriate time based on pavement deflection measurement as per IRC: 81. AADT For the purpose of structural design, only the number of commercial vehicles weighing of three tones or more and their axle loads are considered. The annual average daily traffic on base year, from traffic analysis is given in Table 8.8.
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Scott Wilson 8 - 34 January 2011
Table 8.8: Annual Average Daily Traffic in Base year (2010)
Section
Location (Existing Chainage,
km)
Details of section ( Existing Chainage)
Bus &
Minibus
LCV & tractor
2-Axle Truck
3-Axle Truck
M-Axle Truck/
HEM/EMV
I 18+000 Meerut
Km 0+000 Hapur
Km 31+600754 1289 1119 1522 182
II 39+000 Hapur
Km 31+600 BulandshahrKm 66+400
707 1561 1706 1659 193
Design Life
For the design of pavement, the design life is defined in terms of the cumulative number of standard axles that can be carried before strengthening of the pavement is necessary. It is recommended that pavements for National Highways should be designed for a life of 15 years in IRC: 37-2001. However, to enhance the financial viability of the project, pavement design in stages is adopted satisfying the following minimum design requirements: The thickness of sub-base and base layers is designed for a minimum design period of 15 years and the initial bituminous surfacing for a minimum design period of 10 years. Vehicle Damage Factors
The vehicle damage factor is a multiplier to convert the number of commercial vehicles of different axle loads and axle configuration to the number of standard axle load repetitions. It is defined as equivalent number of standard axle per commercial vehicle. The VDF varies with the vehicle axle configuration, axle loading, terrain, type of road and from region to region. The vehicle damage factors arrived and adopted are presented in Table 8.9.
Table 8.9: Vehicle Damage Factors adopted for the design
Vehicle Type VDF value adopted for DesignDesign Chainage(Km.)
Section (7+400 to 39+350) Section (39+350 to 73+156) Bus 0.953 0.643 LCV 0.652 0.331
2-Axle Truck 7.077 6.807 3-Axle Truck 9.975 10.470 M-Axle Truck 5.499 6.971
Design Traffic
The design traffic is considered in terms of the cumulative number of standard axles to be carried during the design life of the road. This can be computed using the following equation: N = 365 * [(1+r)n-1] * A * D * F r Where, N=the cumulative number of standard axles to be catered for in the design in terms of msa A=Initial traffic in the year of completion of construction in terms of the number of commercial
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vehicles per day D=Lane distribution factor F=Vehicle damage factor n=Design life in years r=Annual growth rate of commercial vehicles The traffic has been used from the projected traffic computed in Chapter 5.0. The directional distribution and lane distribution of traffic is assumed to be 0.5 and 0.75 respectively. The design traffic is then computed for design life location wise is presented in Annexures 8.2A and 8.2B. The design traffic obtained for each homogeneous section is presented in Table 8.10.
Table 8.10: Design Traffic in Million Standard Axles
Section Existing Chainage (km)
Design Life Design Traffic (MSA)
Meerut (Km. 0+000) to Hapur (Km 31+600)
8 years 39
10 years 52
15 years 89
20 years 137
25 years 197
30 years 257
Hapur (Km 31+600) to Bulandshahr (Km 66+400)
8 years 48
10 years 63
15 years 108
20 years 16
25 years 240
30 years 314
CBR Value
The adopted CBR value of existing subgrade soil from Km 35+000 to km 55+000 is 6% and from km 55+000 to km 66+000 is 8%. Pavement Materials The general specification sections and characterisation of material is presented in Table 8.11.
Table 8.11: Materials Specification and Characterisation
Sl.No. Pavement Layers and
Materials Sections Details
Remarks
1 Embankment Construction Section 305 2 Subgrade Section 305 Minimum Soaked CBR 7% 3 Granular Sub-base
Upper Layer Lower Layer
Section 401 Minimum compacted thickness 100mm Grading I of Table 400-1 Grading I of Table 400-2
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Sl.No. Pavement Layers and Materials
Sections Details
Remarks
4 Base Course-WMM Section 406 Thickness of single layer shall be 75mm-200mm
5 Prime Coat Section 502 6 Tack Coat Section 503 7 Bituminous Macadam Section 504 Thickness of single layer shall be 50mm-
100mm 8 Dense Bituminous Macadam Section 507 Thickness of single layer shall be 50mm-
100mm 9 Bituminous Concrete Section 512 Thickness of single layer shall be 25mm-
100mm 10 Dry Lean concrete Section 601 Thickness of single layer shall be 100 mm
and 150 mm 11 Pavement Quality Concrete Section 602 Minimum compacted thickness of 140mm
The flexible pavements would be designed as a multi-layer system consisting of typical component layers, namely sub-base, base course, binder course and surface course. Generally sub-base course consist of granular materials laid in one or more layers of same or different materials, depending upon availability of materials and cost. The base course may generally consist of Wet Mix Macadam (WMM) laid in layers of same or different gradings, depending upon the thickness requirements, machinery and cost. The binder and surfacing courses generally consist of layers of bituminous mixes of different specifications. As the lower pavement layers are subjected to lesser magnitude of stresses, materials of lower strength could be made use of in the lower pavement layers. Superior pavement materials, which could withstand higher stresses and also wear and tear due to traffic and environmental factors, are used in upper layers. The flexible pavement thicknesses required for pavement widening and New Pavement of stretches is given in Table 8.12& Table 8.13.
Table 8.12: Flexible Pavement Thickness for Widening of Existing Lane
Design Chainage (km)
Design Traffic
CB
R o
f S
ub
grad
e (%
)
Pavement Thickness
Remarks
Designed for 10 years
Designed for 15 years Total
(mm) From To
10 Year
(MSA)
15 Year
(MSA)
Wearing Course (mm)
Binder Course (mm)
Base (mm)
Sub-base (mm)
39+350 62+040 63 108 6 40 (BC) 135
(DBM)250 260 685
Existing ground to be checked for
suitability and loosened,
recomputed to desire MDD
62+040 73+512 63 108 7 40 (BC) 130
(DBM)250 230 650
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Table 8.13: Flexible Pavement Thickness for New pavement and Reconstruction Stretches Design Chainage (km) Design Traffic CBR of
SubgradePavement Thickness (mm)
Designed for 10 years
Designed for 15 years
Total(mm)From To 10
Year (MSA)
15 Year
(MSA)
(%) Wearing Course (mm)
Binder Course (mm)
Base (mm)
Sub-base (mm)
7+469 35+456 52 89 7 40 125 250 230 645 35+456 38+978 No Improvement is proposed for existing Hapur Bypass of NH-24 38+978 73+512 63 108 7 40 130 250 230 650
8.7.2 IRC: 81-1997 Method of Flexible Overlay – For Strengthening of Existing Pavement
The average characteristic deflection (Dc) values to be used for design purposes have been worked from BBD survey. The design traffic in terms of cumulative standard number of axle with respect to homogeneous traffic sections is already given in Table 8.5. The thicknesses are deduced from Figure 9 of IRC 81-1997 in terms of bituminous macadam construction. Since the materials specified in wearing course of widening portion are BC/DBM, the thicknesses obtained in terms of BM should be determined using equivalency factors: 1cm of Bituminous Macadam = 1.5 cm of WBM/Wet Mix Macadam/BUSG 1cm of Bituminous Macadam = 0.7 cm of DBM/AC/SDC The overlay thickness calculated and proposed is presented in Table 8.14.
Table 8.14: Proposed Overlay Thicknesses on existing lane
Design Chainage (km)
Length (m)
Average Characteristic
Deflection (mm)
Design Traffic for
10years (MSA)
Thickness in BM (mm)
Thickness in term of
BC/DBM (mm)
Overlay Portion (mm)
From To BC DBM39+350 49+800 10450 0.818 63 68 48 40 50 49+800 58+215 8415 0.902 63 88 62 40 50 58+215 73+512 15297 0.853 63 76 54 40 50
8.7.3 IRC: 58-2002 Method of Rigid Pavement Design – For Toll Plaza locations
Rigid pavement for new carriageway has been designed as per IRC: 58-2002.
Wheel Load A tyre pressure of 8 kg/cm2 may be adopted for the design.
For important roads, such as Expressways, National Highways and other roads where there will be uninterrupted traffic flow and high volume of truck traffic, the suggested value of Load Safety Factor (LSF) is 1.2. For roads of lesser importance having lower proportion of truck traffic, LSF may be taken as 1.1. For residential and other streets that carry small number of commercial traffic, the LSF may be taken as 1.0.
It is recommended that the basic design of the slab be done with a 98th percentile axle load, and the design thereafter checked by for fatigue consumption for higher axle loads.
Design Period
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Normally, cement concrete pavements have a life span of 30 years and should be designed for this period.
Design Traffic
Design traffic of 25 per cent of the total two- lane two-way commercial vehicles may be considered as a very conservative estimate for design against fatigue failure. In case of four-lane and multi-lane divided highways, 25 per cent of the total traffic in the direction of predominant traffic may be taken for design of pavement.
Temperature Differential
Temperature differential between the top and bottom of pavements causes the concrete slab to warp, giving rise to stresses. For this purpose, guidance may be had from Table 8.15.
Table 8.15: Recommended Temperature Differentials for Concrete
Zone States Temperatures Differentials, 0C in Slabs of Thickness
15cm 20cm 25cm 30cm I Punjab, U.P., Uttaranchal, Gujarat, Rajasthan,
Haryana and North M.P., excluding hilly regions. 12.5 13.1 14.3 15.8
Characteristics of Subgrade and Sub-Base
The strength of subgrade is expressed in terms of modulus of subgrade reaction k, which is defined as pressure per unit deflection of the foundation as determined by plate bearing tests. An approximate idea of k-value of a homogeneous soil subgrade may be obtained from its soaked CBR value-using Table 8.16.
Table 8.16: Approximate k-value corresponding to CBR Values for Homogeneous Soil
Subgrade
Soaked CBR Value % 2 3 4 5 7 10 15 20 50 100 k-value (kg/cm2/cm) 2.1 2.8 3.5 4.2 4.8 5.5 6.2 6.9 14.0 22.2
The approximate increase in k-values of subgrade due to different thicknesses of sub-bases made up of untreated granular, cement treated granular material and dry lean concrete (DLC) layers may be taken from Tables 8.17 and 8.18. Unconfined compressive strength of cement treated granular material should be a minimum of 2.1 MPa and compressive strength of DLC should be 7 MPa at 7 days.
Table 8.17: k-Values over Granular and Cement Treated Sub-bases
k-value
(kg/cm2/cm) Effective k (kg/cm2/cm) over untreated granular layer sub-base of thickness in
cm
Effective k (kg/cm2/cm) over cement treated sub-base of
thickness in cm 15 22.5 30 10 15 20
2.8 3.9 4.4 5.3 7.6 10.8 14.1 5.6 6.3 7.5 8.8 12.7 17.3 22.5 8.4 9.2 10.2 11.9 - - -
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Table 8.18: k-Values over Dry Lean Concrete Sub-base
k-value of Subgrade (kg/cm2/cm) 2.1 2.8 4.2 4.8 5.5 6.2 Effective k over 100 mm DLC, (kg/cm2/cm)
5.6 9.7 16.6 20.8 27.8 38.9
Effective k over 150 mm DLC, (kg/cm2/cm)
9.7 13.8 20.8 27.7 41.7 -
Separation Layer between sub-base and pavement: Foundation layer below concrete slabs should be smooth to reduce the inter layer friction. A separation membrane of minimum thickness of 125 micron polythene is recommended to reduce the friction (Ref. IRC: 15-2002) between concrete slabs and dry lean concrete sub-base (DLC). Drainage Layer In order to facilitate quick disposal of water that is likely to enter subgrade, a drainage layer of 150mm thick GSB has been considered as per IRC: 15-2002. Characteristics of Concrete
Flexural strength of plain concrete as per IS: 456-1978 is given as
fcr = ckf0.7x
Where fcr = flexural strength (modulus of rupture), N/mm2 fck = Characteristic compressive cube strength concrete, N/mm2
According to Croney and Croney,
fcr = 0.49 x fck0.55 for gravel aggregates and fcr = 0.36 x fck0.7 for crushed aggregates
For M-40 concrete, fcr values from the above three equations are obtained as 44.27 (IS: 456), 37.26 (gravel) and 47.61 kg/cm2 (crushed rock) respectively. Hence a flexural strength of 45 kg/cm2 is recommended for M-40 concrete. The recommended value of modulus of elasticity of pavement concrete is 3x105 kg/cm2. Pavement concrete is subjected to dynamic loading and the ratio of static and dynamic moduli on the same concrete is found as 0.8. The modulus value increases both with age and strength but the variation is small. A Poisson’s Ratio of 0.15 is considered.
The coefficient of thermal expansion of concrete (Alpha) of the same mix proportions varies with the type of aggregate. However, for design purpose, a value of (Alpha) = I0XI0-6 per 0C may be adopted in all cases. The ratio between the flexural stress due to the load and the flexural strength of concrete is termed as the stress ratio (SR). If the SR is less than 0.45, the concrete is expected to sustain infinite number of repetitions. As the stress ratio increases, the number of load repetitions required to cause cracking decreases. The relation between fatigue life (N) and stress ratio is given as:
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N= unlimited for SR< 0.45
N= 268.3
4325.0
2577.4
SRWhen 0.45<SR< 0.55
Log N =
0828.0
9718.0 SR for SR > 0.55
The designed thickness obtained from IRC 58-2002 for the Toll Plaza location at km 35+215 is presented in Table 8.19. The design calculations are given in Annexure 8.3.
Table 8.19: Proposed Rigid Pavement thickness at Toll Plaza Location, km 35+215
Material Type Thickness (mm)
Pavement Quality Concrete (M-40) 300 Dry Lean Concrete (M-10) 150
Granular Sub-base 150 Subgrade 500
8.8 Junctions Design
Road junction/intersection is a key element of highway design. The efficiency, safety, speed, cost of operation and capacity of road system depends very much on the intersection design. The choice between an at-grade and grade separated junctions at a particular site depends upon various factors such as traffic, economy, safety, aesthetic delay etc. Grade separated junctions generally are more expensive initially and are justified in certain situations. The main objective of intersection design is to reduce the severity of potential conflicts between motor vehicles, buses, trucks, bicycles, pedestrians and facilities while facilitating the convenience, ease, safety and comfort of people traversing the intersections. The design should be fitted closely to the natural transitional paths and operating characteristics of the users. Design of a safe intersection depends on many factors as given below:
Human factors Traffic considerations (mainly design hour turning movements, type of movement and
vehicle speeds) Road and environmental considerations (sight distance, conflict area, geometric features) Economic factors.
Generally intersections can be classified in to three categories depending on the traffic conditions. These are Uncontrolled intersections at-grade; Intersections with Priority Control; Time separated / signalised intersection at-grade; Space separated intersections/Grade separated intersections
8.8.1 General Criterion for improvement proposal at junctions
A signalised intersection besides other warrants is justified if the major street has a traffic
volume of 650 to 800 vehicles per hour (both directions) and Minor Street has 200 to 250 vehicles per hour in one direction only. The detailed warrants for signalised intersection are
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laid down as per IRC: 93-1985.
The vehicular under/overpass structures will be provided at the intersection of the Project Highway with all the National Highways and State Highways. Such under/over passes will also be provided across other categories of roads carrying an average daily traffic of more than 5000 PCUs on the date of inviting bids.(As per Clause:2.13.2, IRC:SP:84-2009)
An interchange, besides any overriding necessity, is justified when the total traffic of all the
arms of the intersection is in excess of 10,000 PCU’s per hour. The detailed warrants for interchanges are given in IRC: 92-1985.
Grade separations should be provided across existing railway crossings if the product of ADT
(fast vehicles only) and the number of trains per day exceeds 50,000 within the next 5 years. For new constructions such as bypasses, grade separations should be provided when this figure is greater than 25,000.
The turning movement surveys for estimation of peak hour traffic for the design of major intersection have been carried out. The details regarding composition and directional movement of traffic is furnished in Chapter 5. The data derived from surveys were analysed to identify requirements of suitable remedial measures, such as construction of underpasses, flyovers, interchanges, and grade-separated intersections along the project road alignment. The geometric design of junctions has been done taking in to account the site conditions, turning movement characteristics, level of services, overall economy and operational safety.
8.8.2 Details of Junctions improvement proposal
There are existing 6 major, 68 minor junctions and 10 new major junctions will be evolved due to the proposal of bypasses. Cross roads with paved carriageway are only considered for development of the junction. The major junctions forming with National Highways, State highways and District roads are listed in Table 8.20.
Table 8.20: Junction Improvement proposal
Sl. No
Existing Chainage
(km)
Design
Chainage (km)
Type Cross Road
Remark Side Leading to
1 7+469 7+469 LHS City Road
Start Point of Project RHS Existing Meerut
bypass road
2* 12+200 12+200
LHS Phaphunda At start of proposed Phaphunda Bypass
3* 14+250 14+700
LHS Phaphunda At end of Proposed Phaphunda Bypass
4* 17+350 17+800
LHS Kharkhauda At start of proposed Kharkhauda bypass
5* 20+145 20+800
LHS Kharkhauda At end of Proposed Kharkhauda Bypass
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Sl. No
Existing Chainage
(km)
Design
Chainage (km)
Type Cross Road
Remark Side Leading to
6* 22+900 23+500 Straight To Hapur New Junction at start of
proposed Hapur bypass Left Hapur bypass
7* --- 34+600 LHS Moradabad
NH-24 bypass RHS Delhi
8 44+800 49+900
RHS Gulaothi At the start of Proposed
Gulaothi Bypass
9 49+200 57+000
RHS Gulaothi At the end of Proposed
Gulaothi Bypass
10
66+482 73+512
LHS
NH-235 /Bulandshahr
End of Project Road
RHS NH-91/Delhi
Minor Intersections
Sl. No. Design Chainage Junction Type (Cross(X)/T or
Y type Side
1 7+469 X LHS &RHS
2 7+970 T RHS
3 8+524 T RHS
4 9+328 T LHS
5 9+465 T RHS
6 9+600 T LHS
7 10+325 T LHS
8 12+180 T LHS
9 12+880 X LHS &RHS
10 14+050 X LHS &RHS
11 14+620 T LHS
12 16+810 T RHS
13 17+780 T LHS
14 18+270 X LHS &RHS
15 18+500 X LHS &RHS
16 20+790 X LHS &RHS
17 21+055 T LHS
18 21+180 X LHS &RHS
19 21+500 X LHS &RHS
20 21+770 T LHS
21 22+290 T RHS
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Sl. No. Design Chainage Junction Type (Cross(X)/T or
Y type Side
22 23+580 T LHS
23 23+810 X LHS &RHS
24 39+300 X LHS &RHS
25 39+940 T LHS
26 40+660 T LHS
27 40+865 T RHS
28 40+885 T LHS
29 41+000 T RHS
30 41+150 T LHS
31 41+270 T RHS
32 41+770 T RHS
33 42+000 T RHS
34 42+400 T LHS
35 42+995 T LHS
36 43+600 T LHS
37 44+030 T RHS
38 45+180 T RHS
39 46+150 T LHS
40 46+425 T RHS
41 48+295 X LHS &RHS
42 48+635 T LHS
43 48+865 T LHS
44 49+340 T LHS
45 49+360 T RHS
46 58+000 X LHS &RHS
47 58+100 T LHS
48 58+360 T RHS
49 59+470 T RHS
50 59+575 T LHS
51 61+450 X LHS &RHS
52 63+495 T LHS
53 63+620 T RHS
54 64+400 T RHS
55 64+700 T RHS
56 65+140 T RHS
57 66+475 T RHS
58 67+000 T LHS
59 68+155 X LHS &RHS
60 68+460 T LHS
61 69+070 X LHS &RHS
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Sl. No. Design Chainage Junction Type (Cross(X)/T or
Y type Side
62 69+350 T RHS
63 69+410 T LHS
64 70+840 T RHS
65 72+000 T RHS
66 72+650 T RHS
67 73+165 T LHS
68 73+437 X LHS &RHS Above junctions to be developed as per the IRC / Ministry Design Standards
8.9 Design of Bridges 8.9.1 Existing Bridges
There are total 7 bridges on this route. Out of these, one is a Major Bridge and the remaining six are minor bridges. Following criteria are checked to assess the requirement / possibility of widening and reconstruction of the existing bridges If the width of additional widening is 1.0m (0.5 m on each side) or less, the widening of the
structure may be dispensed with and traffic shall be guided with the help of crash barriers in a transition of 1 in 20 on either side approaches.
All existing bridges which are structurally distressed shall be reconstructed as new bridge All existing brick arch bridge shall be dismantled and replaced by a new bridge
8.9.2 Proposal of New Bridges
Parallel bridges are proposed to be built either on upstream side or on downstream side as per site requirement. Span arrangement has been kept either similar to the existing bridges or a combination of two/three spans has been adopted as per site conditions and hydraulic parameters. In some cases it is proposed to keep only one span to cover the stream. The new proposal has been prepared based on the “IRC: SP: 84-2009, Manual of Specification and Standards for four laning of National Highways through Public Private Partnership”. The overall width of new bridges shall be same as the roadway width of the approaches. All
new bridges shall have a footpath on left side of the traffic. Where the daily traffic in PCU exceeds 30,000 at the time of feasibility study/bidding, the
width of new bridge shall be as per six-lane standards. The brief summary giving condition of existing bridges and their development proposal is presented in Table 8.21 Typical cross sections at deck level for bridges with and without footpaths are given in Figure 8.14 to Figure 8.17.
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Figure 8.14: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway (Both sides new Bridges for 4-Lane Standards)
Figure 8.15: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway (Both sides new Bridges for 6-Lane Standards)
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Figure 8.16: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway (One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
Figure 8.17: Cross Section of Bridge at Deck Level- without Footpath for 4-Lane Divided Highway (One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
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Table 8.21: Development scheme of Existing and New Bridges
Sl. No.
Existing Chainage
(Km.)
Design Chainage
(km)
Type of Structure
Span (m) No of Span x
Effective SpanL
Carriageway Width
( m )
Total Width( m )
Type of Bridge
Remark Proposal for Bridges
1 36 + 570 41+615 Minor Bridge 4 x 8.5 6.40 8.40 Brick Arch Condition
of bridge is very poor
Existing Bridge will be abandoned and a new 2x12m wide bridge parallel to existing one with
2 x 17m is proposed (RCC T-beam).
2 40 + 545 45+585 Major Bridge 3 x 25.0 7.60 10.5 RCC Girder
and Slab
Minor repair is required
Existing Bridge will be retained and a new 12m wide bridge parallel to existing one with
span configuration of 3 x 25.0m.
3 41 + 590 46+630 Minor Bridge 3 x 10.0 7.20 9.20 Brick Arch Condition
of bridge is very poor
Existing Bridge will be abandoned and a new 2x12m wide bridge parallel to existing one with span configuration of 2 x 17.0m (RCC T-beam).
4 - 52+215 Minor Bridge 1 x 15.0 (SK) 11.0 2x12.0 RCC T-Beam New
New Bridge across Canal on Gulaothi Bypass (2x12m wide)
5 - 53+470 Minor Bridge
1 x 20.0 (SK) 11.0 2x12.0PSC/RCC T-
beam New
6 - 56+783 Minor Bridge
1 x 20.0 (SK) 11.0 2x12.0PSC/RCC T-
beam New
7 58 + 610 65+600 Minor Bridge 4 x 2.50 9.80 11.80 RCC Slab Minor
repair is required
Existing Bridge will be retained and a new 12m wide bridge parallel to existing one with span
configuration of 2 x 5m (Box cell).
8 58 + 640 65+632 Minor Bridge 1 x 20.0 7.40 10.40 RCC Girder
and Slab
Minor repair is required
Existing Bridge will be retained and a new 12m wide bridge parallel to existing one with span
configuration of 1 x 25.0m.
9 60 + 915 67+912 Minor Bridge 3 x 2.8 8.40 9.40 Brick Arch Condition
of bridge is very poor
Existing bridge will be replaced by a new 12m wide bridge at the same location with span
configuration of 2x 5.0m. and another new 12m wide bridge near the existing one with span
configuration of 2x5.0m (Box cell).
10 62 + 460 69+435 Minor Bridge 3 x 3.0 7.80 9.40 RCC Slab
Skew ( 51°)Minor
repair is required
Existing Bridge will be retained and a new 12m wide bridge with 1 x 7.0m (Box cell) after
realignment of the existing canal which currently has a skew angle 81°.
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8.9.3 Improvement Proposal of Railway Level crossings
Grade separations should be provided across existing railway crossings if the product of ADT (fast vehicles only) and the number of trains per day exceeds 50,000 (TVU) within the next 5 years. For new constructions such as bypass, grade separations should be provided when this figure is greater than 25,000. The project road crosses railway tracks at 2 locations inside the Hapur town and construction of ROB is under progress for these two railway crossings. As Hapur town has been bypassed, therefore no improvement proposal has been made inside the Hapur town. However, the proposed Hapur bypass crosses the Railway line at one location at 31+600 (Design Chainage). The crossing has been grade separated by a ROB. The improvement proposal for the railway crossings is presented in Table 8.22.
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Table 8.22: Development Proposal for Railway Level Crossings
Sl. No.
Existing Chainage (km)
Design Chainage (km)
Number of Tracks/ Type
Development Proposal
Bridge Type Total Width in
m
Span arrangement (No.
x length), m
Remark
Existing ROBs
1 29 + 900 Hapur Bypass One/ Broad Gauge
ROB under construction Section Bypassed No improvement
2 30 + 400 Hapur Bypass Two/ Broad Gauge
ROB under construction Section Bypassed No improvement
Proposed ROBs
1 -- 31+600 Two/ Broad
Gauge New ROB
PSC Girder or Composite Steel
Girder 2 x 12.0m 2 x 36.0 (SK) On Proposed Hapur bypass
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8.9.4 Proposal for VUP and PUP
The vehicular under/overpass structures will be provided at the intersection of the Project Highway with all the National Highways and State Highways. Such under/over passes will also be provided across other categories of roads carrying an average daily traffic of more than 5000 PCUs on the date of inviting bids.(As per Clause:2.13.2, IRC:SP:84-2009). Turning movement count carried out on major junctions along the project highway and it’s analysis is given in clause 5.16 of chapter 5. Two major junctions at existing chainage km 48+000 and km. 66+482 demands for grade separated structure as per TMC analysis done in Chapter 5.
Junction at existing chainage, km 48+000 is within the Gulaothi town. This Section of the road is bypassed, hence no improvement proposal.
Junction at existing chainage, km 66+482 is the end of the project section. Proposal of developing the junction is not envisaged as this section is realigned.
The existing crossing with the proposed Gulaothi Bypass has also been separated by a VUP. Structural details of the existing and proposed VUP on the project road are given in Table 8.23a to 8.23c.
Table 8.23: Existing and Proposed VUP
a) Details of Proposed New Vehicular Underpasses
Sl No.
Existing Chainage
(Km)
Design Chainage
(Km)
Name of Intersecting
Roads
Proposed structural
configuration
Proposed Structure
type
Structure Dimension
(m) No.xLxH
Over all
width in m
1 Bypass 28+148 State
Highway to Modinagar
Double span Box type structure
RCC Box Type
2x12x5.5 27.5
2 Bypass 51+642 MDR to Dhaluna
Double span Box type structure
RCC Box Type
2x12x5.5 27.5
3 Bypass 54+760 Road to
Sikandrabad
Double span Box type structure
RCC Box Type
2x12x5.5 27.5
b) Details of Existing Vehicular Underpasses
Sl No.
Existing Chainage (Km)
Design Chainage (Km)
Structure Dimension
(m) No.xLxH
Name of Intersecting Roads
Remark
1 34+171 39+150 2x10.5x5.5 NH-24
Existing VUP Retained/
Improvement of slip road
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c) Existing and Proposed PUP /CUP
Sl. No.
Existing Chainage
(Km)
Design Chainage
(Km)
Name of Intersecting
Roads
Proposed structural
configuration
Proposed Structure
type
Proposed Span
arrangement No. x LxH
Overall Width in m
1 Hapur Bypass
26+682 VR Single span Box type structure
RCC Box Type
1 x 7 x 3.5 27.5
2 Hapur Bypass
30+540 VR Single span Box type structure
RCC Box Type
1 x 7 x 3.5 27.5
3 Gulaothi Bypass
52+795 VR Single span Box type structure
RCC Box Type
1 x 7 x 3.5 27.5
4 Gulaothi Bypass
53+480 VR Single span Box type structure
RCC Box Type
1 x 7 x 3.5 27.5
8.10 Design of Culverts
There are total 67 existing culverts in the proposed road corridor. A summary of the proposal is given in Table 8.24, and the development proposal for culverts is presented in Table 8.25.
Table 8.24: Summary of Development of culverts
Type of Culvert
Number of Culverts and Condition
Reconstruction Widening New Construction
Hume Pipe 15 1 24
RCC Slab 12
Brick Arch 4
Total 19 13 24
35 number of culvert on the existing road is not considered for any development proposal, as these culvert locations are bypassed, Realigned or in the section of out of project scope.
Figure 8.18: Cross Section of Culvert for 4-Lane Divided Highway at Road Level
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Table 8.25: Development Proposals for Existing Culverts
Sl. No.
Existing Chainage
(Km.)
Design Chainage
(Km.)
Type of Structures ( Pipe, Slab, Box, Arch )
Span Arrangement
(Nos. x Length) / No of Pipe (m)
Width of Culvert
(m) Remark
Improvement Proposal
Proposed Type & Span
Arrangements (m)
Over all Width in m
1 8+560 8+560 Slab 3x1.5 12.0 Partialy Choked Widening Slab, 1x4.5m 26.0
2 9+135 9+145 Slab 1x1.75 12.0 Partialy Choked/Parapet RHS Broken
Widening Slab, 1x1.75m 26.0
3 10+100 10+105 HP 1x0.3 12.8 RHS Parapet NA Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
4 10+565 10+665 HP 1x0.3 12.6 Parapet Broken Bothsides Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
5 13+120 -- HP 1x1.0 12.5 Chocked on both sides No Improvement due
to Bypass
6 13+415 -- HP 1x1.0 13.8 LHS Parapet broken No Improvement due
to Bypass
7 13+425 -- Slab 1x1.2 15.0 Completeyl Damaged No Improvement due
to Bypass
8 14+160 -- HP 1x0.3 28.6 Parapet Damaged No Improvement due
to Bypass
9 14+950 15+405 Slab 1x1.7 15.0 Good Condition Widening Slab, 1x1.7m 26.0
10 15+135 15+593 HP 1x0.6 12.0 RHS Parapet Broken Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
11 16+050 16+530 HP 1x0.3 Completely Damaged and Buried
Reconstruction as dia < 0.9m
HP, 1x1.2m 26.0
12 17+225 17+682 HP 1x0.3 Completely Damaged/Reconstruction
Reconstruction as dia < 0.9m
HP, 1x1.2m 26.0
13 18+585 -- HP 2x0.6 13.6 Chocked RHS, Burried LHS No Improvement due
to Bypass
14 18+870 -- HP 1x1.0 14.8 Partialy Choked No Improvement due
to Bypass
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Sl. No.
Existing Chainage
(Km.)
Design Chainage
(Km.)
Type of Structures ( Pipe, Slab, Box, Arch )
Span Arrangement
(Nos. x Length) / No of Pipe (m)
Width of Culvert
(m) Remark
Improvement Proposal
Proposed Type & Span
Arrangements (m)
Over all Width in m
15 20+860 21+538 HP 1x0.3 11.8 Parapet Broken Bothsides, Burried
Reconstruction as dia < 0.9m
HP, 1x1.2m 26.0
16 21+380 22+062 Slab 1x3.2 11 Parapet Damaged Widening Slab ,1x3.2m 26.0
17 23+775 -- HP 1x1.0 11.9 Parapet Broken Bothsides No Improvement due
to Bypass
18 24+150 -- HP 1x0.3 9.9 Parapet Broken Bothsides No Improvement due
to Bypass
19 25+110 -- Slab 1x1.7 12.8 Good Condition No Improvement due
to Bypass
20 25+370 -- HP 1x1.0 12.5 Good Condition No Improvement due
to Bypass
21 27+115 -- Slab 1x1.5 10.0 Good Condition No Improvement due
to Bypass
22 27+335 -- HP 1x0.9 14.5 Partialy Choked No Improvement due
to Bypass
23 27+765 -- HP 1x0.9 12.5 Completely Choked No Improvement due
to Bypass
24 28+245 -- HP 3x1.0 12.0 Partialy Choked No Improvement due
to Bypass
25 29+135 -- HP 1x0.3 11.3 No Parapet, Good Condition No Improvement due
to Bypass
26 29+800 -- HP 1x0.3 12.2 No Parapet, Good ConditionNo Improvement due
to Bypass
27 30+250 -- HP 1x1.0 12.8 No Parapet, Good ConditionNo Improvement due
to Bypass
28 31+385 -- Slab 1x1.7 11.5 Burried Both sides No Improvement due
to Bypass
29 31+880 -- HP 1x1.0 10.9 Burried Both sides No Improvement due
to Bypass
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Sl. No.
Existing Chainage
(Km.)
Design Chainage
(Km.)
Type of Structures ( Pipe, Slab, Box, Arch )
Span Arrangement
(Nos. x Length) / No of Pipe (m)
Width of Culvert
(m) Remark
Improvement Proposal
Proposed Type & Span
Arrangements (m)
Over all Width in m
30 32+470 -- HP 1x1.0 11.7 Burried Both sides No Improvement due
to Bypass
31 34+045 -- HP 1x0.3 10.8 Parapet broken bothsides No Improvement due
to Bypass
32 34+970 40+005 Slab 1x5.2 12.0 RHS Parapet Broken/ Partialy Choked
Widening Slab, 1x5.2m 26.0
33 35+775 40+813 HP 1x0.3 Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
34 36+480 41+525 Brick Arch 1x1.8 10.0 Partialy Choked Reconstruction Slab, 1x1.5m 26.0
35 36+495 41+537 Brick Arch 1x1.8 10.0 Partialy Choked/ LHS Parapet broken
Reconstruction Slab, 1x1.5m 26.0
36 36+507 41+550 Brick Arch 1x1.8 10.0 Partialy Choked Reconstruction Slab, 1x1.5m 26.0 37 36+615 41+655 Brick Arch 1x1.8 10.0 LHS Parapet broken Reconstruction Slab, 1x1.5m 26.0
38 37+006 42+045 HP 1x0.3 11.0 Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
39 37+210 42+255 Slab 1x1.9 12.6 LHS Parapet Damage Widening Slab, 1x1.5m 26.0 40 38+765 43+808 Slab 1x3.8 10.8 Partialy Choked Widening Slab, 1x3.8m 26.0
41 40+215 45+260 HP 1x0.3 14.6 Completely Choked Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
42 41+038 46+080 Slab 1x1.7 12.8 Widening Slab, 1x1.7m 26.0
43 42+503 47+550 HP 1x0.3 15.2 Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
44 42+778 47+835 HP 1x0.3 15.2 Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
45 44+446 49+485 Slab 1x1.7 11.0 RHS Buried/Reconstruction Widening Slab, 1x1.7m 26.0
46 44+730 -- HP 1x0.3 15.0 Partialy Choked No Improvement due
to Bypass
47 45+270 -- HP 1x0.9 15.0 Partialy Choked No Improvement due
to Bypass
48 45+560 -- HP 1x1.0 12.2 Good Condition No Improvement due
to Bypass
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 55 January 2011
Sl. No.
Existing Chainage
(Km.)
Design Chainage
(Km.)
Type of Structures ( Pipe, Slab, Box, Arch )
Span Arrangement
(Nos. x Length) / No of Pipe (m)
Width of Culvert
(m) Remark
Improvement Proposal
Proposed Type & Span
Arrangements (m)
Over all Width in m
49 45+980 -- Slab 1x4.2 12.5 Good Condition No Improvement due
to Bypass
50 46+250 -- HP 1x1.0 12.0 No Improvement due
to Bypass
51 46+730 -- Slab 1x1.7 10.6 Partialy chocked No Improvement due
to Bypass
52 47+050 -- Slab 1x1.7 11.0 Partialy Choked No Improvement due
to Bypass
53 47+715 -- HP 1x1.0 11.0 Partialy Choked No Improvement due
to Bypass
54 48+315 -- HP 1x1.0 14.2 Partialy Choked No Improvement due
to Bypass
55 48+420 -- HP 1x0.3 15.0 Choked No Improvement due
to Bypass
56 49+475 -- HP 1x0.6 14.0 No Improvement due
to Bypass
57 49+735 -- HP 1x1.0 14.0 LHS Parapet Broken No Improvement due
to Bypass
58 50+325 -- HP 1x1.0 10.2 LHS Parapet NA No Improvement due
to Bypass
59 50+615 57+480 HP 1x0.3 10.0 Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
60 51+465 58+325 HP 1x1.0 12.0 Widening HP, 1x1.0m 26.0 61 57+060 64+055 Slab 1x6.0 11.0 Parapet Damaged Widening Slab. 1x6.0m 29.5
62 59+146 66+140 HP 1x0.3 12.0 Reconstruction as dia
< 0.9mHP, 1x1.2m 26.0
63 59+265 66+255 HP 1x0.3 11.0 Parapet broken Reconstruction as dia
< 0.9m HP, 1x1.2m 26.0
64 60+015 67+010 HP 1x0.3 11.3 Parapet broken Reconstruction as dia
< 0.9mHP, 1x1.2m 26.0
65 60+560 67+557 Slab 1x1.7 11.0 Slab Damaged Widening Slab, 1x1.7m 26.0
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 56 January 2011
Sl. No.
Existing Chainage
(Km.)
Design Chainage
(Km.)
Type of Structures ( Pipe, Slab, Box, Arch )
Span Arrangement
(Nos. x Length) / No of Pipe (m)
Width of Culvert
(m) Remark
Improvement Proposal
Proposed Type & Span
Arrangements (m)
Over all Width in m
66 61+425 68+425 Slab 1x5.0 10.6 Scalping of Concrete from slab
Widening Slab, 1x5.0m 26.0
67 65+510 -- Slab 1x3.0 12.0 No Parapet, Good Condition No Improvement due
to Bypass
Construction of New Culverts in proposed bypasses:
Sl. No.
Existing Chainage
Design Chainage
Type of srtucture
Size (no. x L/dia in
m)
Over all width in m
1 Phapunda
Bypass
12+400 HP 1 x 1.20 dia 26.0
2 13+550 HP 1 x 1.20 dia 26.0
3 14+000 HP 1 x 1.20 dia 26.0
4
Kharkhoda Bypass
18+075 HP 1 x 1.20 dia 26.0
5 19+688 HP 1 x 1.20 dia 26.0
6 19+800 HP 1 x 1.20 dia 26.0
7 20+350 HP 1 x 1.20 dia 26.0
8
Hapur Bypass
23+629 HP 1 x 1.20 dia 26.0
9 24+820 HP 1 x 1.20 dia 26.0
10 25+630 HP 1 x 1.20 dia 26.0
11 26+250 HP 1 x 1.20 dia 26.0
12 27+692 HP 1 x 1.20 dia 26.0
13 28+600 HP 1 x 1.20 dia 26.0
14 30+250 HP 1 x 1.20 dia 26.0
15 32+680 HP 1 x 1.20 dia 26.0
16 33+790 HP 1 x 1.20 dia 26.0
17 Gulaothi 51+200 HP 1 x 1.20 dia 26.0
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 57 January 2011
Sl. No.
Existing Chainage
Design Chainage
Type of srtucture
Size (no. x L/dia in
m)
Over all width in m
18 Bypass 52+845 HP 1 x 1.20 dia 26.0
19 54+000 HP 1 x 1.20 dia 26.0
20 54+502 HP 1 x 1.20 dia 26.0
21 55+035 HP 1 x 1.20 dia 26.0
22 55+208 HP 1 x 1.20 dia 26.0
23 55+594 HP 1 x 1.20 dia 26.0
24 56+625 HP 1 x 1.20 dia 26.0
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 58 January 2011
8.11 Road Furniture and Other features 8.11.1 Introduction
The road furniture, traffic safety features and other facilities included in the design are: Bus Bays Truck Lay byes Road Markings Traffic Signs Kilometre Stone Details 200m Stones and Boundary Stones Delineators and Object Markers Guard Post Crash Barrier Road Humps and Rumble Strips
8.11.2 Bus Bays and Bus Shelters
Bus Bays are proposed as per the recommendations of IRC: 80-1981. The typical bus bay consists of deceleration and acceleration lanes of 45m length with stopping lane of 5.0 m wide, 15m long in rural areas and 30m long in urban areas. A raised footpath of 2.0m wide is proposed for the safety of waiting passengers. In urban areas, where the frequency of buses stopping is more, the length of the stopping lane has been increased to 30m to accommodate two buses stopping at the same time. Adequate arrangements have also been made to drain off surface water. The locations of bus lay byes and bus shelters are presented in Table 8.26 and Table 8.27 respectively.
Table 8.26: Locations of Bus bays with Bus Shelter
Existing Chainage (km)
Design Chainage (km)
Location
7+500 7+500 Meerut 22+900 23+600 Hapur 44+800 49+600 Gulaothi 64+000 71+000 Bulandshahr
Table 8.27: Locations of Bus Shelters
Existing Chainage (km)
Design Chainage (km)
Location
11+600 11+600 Alipur 13+900 13+900 Phaphuda 17+800 17+800 Kharkhoda 20+500 20+500 Lalpur 22+800 22+800 Kaili
On Proposed Hapur Bypass 26+900 Jogipura 28+400 Dastoi
36+200 41+200 Hadikpur 38+100 43+100 Padao 50+540 57+400 Mithipur 61+600 68+600 Jainpur
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 59 January 2011
8.11.3 Truck Lay Byes
Local consultations were held at the places of petty repair shops, restaurants/dhaba etc. and subjective opinion of the drivers regarding necessity of truck lay bye is gathered. It consists of deceleration and acceleration lane of length 45.0m with central parking area of 50.0m length and 7.0m wide with 1.2m wide raised kerb island separating carriageway & Lay bye. Sufficient working area and space for roadside establishments such as repair shops, vulcanising shops, service centre, spare parts shops, telephone booth and light refreshments with first aid facilities can be provided. Only one truck lay-bye has been proposed and its location is presented in Table 8.28.
Table 8.28: Locations of Truck lay byes
S.No. Existing Chainage
(km) Design Chainage
(km) Location
1 42+000 46+400 Murshadpur
8.11.4 Road Markings
Road markings perform the important function of guiding and controlling traffic on a highway. The markings serve as psychological barriers and signify the delineation of traffic paths and their lateral clearance from traffic hazards for safe movement of traffic. Road markings are therefore essential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of Practice for Road Markings, IRC: 35-1997 has been used in the study as the design basis. The location and type of marking lines, material and colour is followed using IRC: 35-1997 – “Code of Practice for Road Markings”. The road markings were carefully planned on carriageways, intersections and bridge locations.
8.11.5 Cautionary, Mandatory and Informatory Signs
Cautionary, mandatory and informatory signs have been provided depending on the situation and function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.
8.11.6 Kilometre Stone Details
The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. Kilometre stones are located on the left-hand side of the road as one proceeds from the station from which the Kilometre count starts. On divided roads with a central median, kilometre stones would be provided at the left on both sides of the road i.e., independently for each direction of travel. Kilometre stones shall be fixed at right angles to the centre line of the carriageway.
8.11.7 200m Stones and Boundary Stones
The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC: 25-1967. 200m stones are located on the same side of the road as the kilometre stones. The inscription on the stones shall be the numerals 2,4,6 and 8 marked in an ascending order in the direction of increasing kilometerage away from the starting station. The numerals shall be 80mm high. The colour of the numerals shall be black on a white background. Boundary stones shall be located on either side of the road opposite every 200m stone and kilometre stone. In addition these shall be fixed at all angular points of the boundary. Where the boundary is on a curve or the land is of significant value and likely to be encroached upon, the boundary stones, as required, shall be installed at closer intervals.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 60 January 2011
8.11.8 Delineators and Object Markers
Roadway delineators are intended to mark the edges of the roadway so as to guide drivers on the alignment ahead. Object markers are used to indicate hazards and obstructions within the vehicle flow path, for example, channelling islands close to the intersections. Delineators and object markers are provided as per the details given in the drawings and are provided in accordance with the provisions of IRC: 79-1981. They are basically driving aids and should not be regarded as substitutes for warning signs, road markings or barriers. Delineators are provided for all curves of radius less than 600m. They are not provided at locations where Chevron sign boards are provided.
8.11.9 Guard Post
Guard posts are proposed on embankments of height more than 1.0m, bridge approaches and horizontal curves of radius greater than 161m. The spacing of guard post shall be 2.0m c/c in these areas. Typical Guard post consists of precast (M20) post of size 200mm x 200mm and a height of 600mm above ground level. They are encased in M15 cement concrete for a depth of 450mm below ground level. Guard posts are painted with alternate black and white reflective paint of 150mm wide bands.
8.11.10 Crash Barrier
Metal Beam Crash Barrier is proposed at locations where the embankment height is more than 3.0m, at horizontal curves of radius less than 161m and also at major bridge approaches. Metal beam rail shall be W-profile corrugated sheet steel beams complying with the following mechanical properties. i. Tensile strength, Min = 483 MPA ii. Elongation in 2 inches, Min = 12% iii. Yield, Min = 345 MPA The beam elements shall have nominal width of 483mm. Post consists of formed channel of size 150 x 75 x 5, 785mm long and space consists of formed channel of size 150 x 75 x 5, 330 mm long. All members of the system should be hot dipped galvanised to have a minimum counting of 550g/sqm, each face in compliance to relevant MOST Specification (Cl. 810). The spacing of posts should be 2.0m c/c. Crash barrier system absorbs impact of vehicle and laterally restrains a vehicle from veering off. This ensures minimum damage to the vehicle and passengers.
8.11.11 Road Humps and Rumble Strips
The Road Humps are formed by providing a rounded hump of 3.7m width (17m radius) and 0.10m height for the preferred advisory crossing speed of 25kmph for general traffic as per the IRC: 99–1988 guidelines. The basic material for construction is bituminous concrete formed to required shape. Road humps are located at T-intersections (and cross road intersections) on minor roads or perpendicular arms about 25m away from the inner edge of the carriageway. Proper signs boards and markings are provided to advise the drivers in advance of the situation. Road humps are extended across carriageway up to the edge of paved shoulder. Rumble Strips are formed by a sequence of transverse strips laid across a carriageway. Maximum permitted height of 15mm provided no vertical face exceeds 6mm. These rumble device produce audible and vibratory effects to alert drivers to take greater care and do not normally reduce traffic speeds in themselves. The typical design details of rumble strips proposed are transverse strips of Bituminous Concrete 500mm wide and overall thickness 15mm laid across a carriageway up to the end of paved shoulder. There will be 6 such transverse strips spaced at 2.0m c/c. Rumble strips are proposed in advance of:
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 61 January 2011
i. Sharp curves with radius less than 161m. ii. Transition zones (speed limit zones). iii. Village/urban approaches.
Proper sign boards and marking are proposed to advise the drivers in advance of the situation.
8.12 Design of Toll Plaza
Toll plaza location is one of the most important aspects of any toll scheme. The key factors that govern the optimum location of toll plaza are: Minimum traffic diversion from project road to surrounding road network Revenue collection Local issues and local tollable traffic Compatibility with National Highways Act Engineering issues
8.12.1 Toll plaza location
Location of toll plazas has been proposed based on the traffic dispersal pattern at the respective homogenous sections, road geometry and vertical profile of the road and the surrounding area. The locations for the toll plaza for the different section are given in Table 8.29:
Table 8.29: Location and Section of Toll Plaza
Sl. No Toll Plaza Location
Remark Existing Chainage
(km) Design Chainage
(km)
1 42+877 47+900 One section from Project Start to
Project End
8.12.2 Toll Plaza Design
A width of 3.2m between two upstand kerbs of tollbooth islands is considered optimum in order to channel vehicles and to ensure they stop close enough to the toll collector. Provision of different toll lanes width reduces the flexibility, and hence should have not been proposed. One extra lane 4.5m width should be provided in each direction, in addition to toll lanes, for non-tollable/exempt vehicles and oversized (extra wide) vehicles, which cannot pass through regular toll lanes. Number of Toll Lanes
The minimum toll lanes required with semi-automatic toll system for the projected peak hour traffic of 20 years is 12 toll lanes with additional 2 extra lanes. An analysis detail for the toll lane calculation is given in Ch.5, clause no. 5.12.
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 62 January 2011
Table 8.30: Required Toll Lanes
Year 2011 2031 2036 2041
Tollable Vehicles 10189 57870 79989 104699
Peak Hour Factor 4.7% 4.7% 4.7% 4.7%
Peak Hour Vehicles 484 2749 3799 4972
Toll Lane Requirement
Semi Automatic Toll Lane @ 240 vehicles per hour 3 12 16 21
Automatic Toll Lane @ 360 vehicles per hour 2 8 11 14
Electronic Toll Collection (ETC lanes) @ 1200 vehicle per hour 1 3 4 5
Hence, Total number of toll lane is 14 including two extra lanes. Land width for Toll Plaza
Land width for the toll plaza is to be acquired to permit the provision of toll lanes for projected peak hour traffic of 20 years subjected to a minimum number of 16 toll lanes and including all other building and structures to be accommodated at the Toll plaza location. General Layout A flared entry and exit approach to the toll plaza should be laid out for the safe transition of vehicles from the highway to toll plazas and vice versa. Various flare angles can be used however a flare angle of 1:10 is considered to be most appropriate for National Highways where the average approach speed of vehicles is in the order of 61 – 90 km/hr. The total width at the toll plaza axis is a direct function of the number of toll lanes required in the system. The general layout of toll plaza is shown in Annexure 8.3.
Annexure - 8.1 Analysis of Unit Delineation for BBD
Annexure 8.1
From To
35.000 36.000 0.566 1.00 1.00 0.57 0.57 0.57 -0.2936.000 37.000 0.933 1.00 2.00 0.75 0.75 1.32 -0.4037.000 38.000 0.947 1.00 3.00 0.94 0.94 2.26 -0.3138.000 39.000 0.810 1.00 4.00 0.88 0.88 3.13 -0.2939.000 40.000 0.963 1.00 5.00 0.89 0.89 4.02 -0.2640.000 41.000 0.610 1.00 6.00 0.79 0.79 4.81 -0.3341.000 42.000 0.897 1.00 7.00 0.75 0.75 5.56 -0.4442.000 43.000 0.994 1.00 8.00 0.95 0.95 6.51 -0.3543.000 44.000 0.871 1.00 9.00 0.93 0.93 7.44 -0.2744.000 45.000 0.816 1.00 10.00 0.84 0.84 8.28 -0.2845.000 46.000 0.969 1.00 11.00 0.89 0.89 9.18 -0.2546.000 47.000 0.782 1.00 12.00 0.88 0.88 10.05 -0.2347.000 48.000 0.995 1.00 13.00 0.89 0.89 10.94 -0.2048.000 49.000 0.890 1.00 14.00 0.94 0.94 11.88 -0.1149.000 50.000 1.004 1.00 15.00 0.95 0.95 12.83 -0.0250.000 51.000 0.799 1.00 16.00 0.90 0.90 13.73 0.0251.000 52.000 0.703 1.00 17.00 0.75 0.75 14.48 -0.0852.000 53.000 0.998 1.00 18.00 0.85 0.85 15.33 -0.0953.000 54.000 0.891 1.00 19.00 0.94 0.94 16.28 0.0054.000 55.000 0.871 1.00 20.00 0.88 0.88 17.16 0.0255.000 56.000 0.739 1.00 21.00 0.81 0.81 17.96 -0.0356.000 57.000 0.856 1.00 22.00 0.80 0.80 18.76 -0.0957.000 58.000 0.816 1.00 23.00 0.84 0.84 19.60 -0.1158.000 59.000 0.837 1.00 24.00 0.83 0.83 20.42 -0.1459.000 60.000 0.898 1.00 25.00 0.87 0.87 21.29 -0.1360.000 61.000 0.859 1.00 26.00 0.88 0.88 22.17 -0.1161.000 62.000 0.903 1.00 27.00 0.88 0.88 23.05 -0.0862.000 63.000 0.853 1.00 28.00 0.88 0.88 23.93 -0.0663.000 64.000 0.747 1.00 29.00 0.80 0.80 24.73 -0.1264.000 65.000 0.978 1.00 30.00 0.86 0.86 25.59 -0.11 At 27.4265.000 66.000 0.851 1.00 31.00 0.91 0.91 26.51 -0.05 Lp 32.0066.000 67.000 0.968 1.00 32.00 0.91 0.91 27.42 0.00 F 0.86
Analysis of Unit delineation of Characteristic Deflection by Cumulative Difference Approach
Avg. Deflection
Actual Interval
Area
Cum. Area ZxChainage Characteristic
DeflectionDistance
Cum. Distance
Scott Wilson 1 of 2
Annexure 8.1
-0.1
0.0
0.1
35 40 45 50 55 60 65 70
ren
ce
Unit Delineation of Road Sections
Scott Wilson 2 of 2
-0.5
-0.4
-0.3
-0.2
Cu
mu
lati
ve D
iffe
Chainage (km)
Annexure – 8.2 A Design traffic in million standard
axle at km 18+000
Annexure 8.2A
AADTGrowth Rate %
AADTGrowth Rate %
AADTGrowth Rate %
AADTGrowth Rate %
AADTGrowth Rate %
BASE YEAR
2010 752 6.70 1290 5.20 1119 5.20 1522 5.20 182 5.20
2011 802 6.40 1357 5.20 1177 5.20 1601 5.20 191 5.20
2012 854 6.40 1428 5.20 1238 5.20 1684 5.20 201 5.20
2013 908 6.40 1502 5.20 1303 5.20 1772 5.20 212 5.20
1 2014 967 6.40 1580 5.20 1371 5.20 1864 5.20 223 5.20
2 2015 1028 6.40 1662 5.20 1442 5.20 1961 5.20 235 5.20
3 2016 1094 6.40 1749 5.00 1517 5.20 2063 5.20 247 5.00
4 2017 1164 5.50 1836 5.00 1596 5.00 2170 5.00 259 5.00
5 2018 1228 5.50 1928 5.00 1675 5.00 2279 5.00 272 5.00
6 2019 1296 5.50 2024 5.00 1759 5.00 2393 5.00 286 5.00
7 2020 1367 5.50 2125 5.00 1847 5.00 2512 5.00 300 5.00
8 2021 1442 5.50 2232 5.00 1940 5.00 2638 5.00 315 5.00
9 2022 1522 5.10 2343 5.00 2037 5.00 2770 5.00 331 5.00
10 2023 1599 5.10 2460 5.00 2138 5.00 2908 5.00 347 5.00
11 2024 1681 5.10 2583 5.00 2245 5.00 3054 5.00 364 5.00
12 2025 1766 5.10 2713 5.00 2358 5.00 3207 5.00 383 5.00
13 2026 1857 5.10 2848 5.00 2475 5.00 3367 5.00 402 5.00
14 2027 1951 5.00 2991 5.00 2599 5.00 3535 5.00 422 5.00
15 2028 2049 5.00 3140 5.00 2729 5.00 3712 5.00 443 5.00
16 2029 2151 5.00 3297 5.00 2866 5.00 3898 5.00 465 5.00
17 2030 2259 5.00 3462 5.00 3009 5.00 4092 5.00 488 5.00
18 2031 2372 5.00 3635 5.00 3159 5.00 4297 5.00 513 5.00
19 2032 2490 5.00 3817 5.00 3317 5.00 4512 5.00 539 5.00
20 2033 2615 5.00 4008 5.00 3483 5.00 4738 5.00 565 5.00
21 2034 2746 5 00 4208 5 00 3657 5 00 4974 5 00 594 5 00
Construction Period
YEARBus LGV 2-axle 3-axle M-axle
DESIGN TRAFFIC IN MILLION STANDARD AXLE
Project Road: NH-235, Meerut to BulandshahrLocation/ Section: Location of Survey Km 18+000, Section from Km. 0+0 to Km. 30+000Base Year/ Traffic Count Year: June 2010VEHICULAR TRAFFIC PROJECTION IN AADT , BOTH DIRECTION
21 2034 2746 5.00 4208 5.00 3657 5.00 4974 5.00 594 5.00
22 2035 2883 5.00 4419 5.00 3840 5.00 5223 5.00 623 5.00
23 2036 3027 5.00 4639 5.00 4032 5.00 5484 5.00 655 5.00
24 2037 3178 5.00 4871 5.00 4234 5.00 5759 5.00 687 5.00
25 2038 3337 5.00 5115 5.00 4445 5.00 6046 5.00 722 5.00
26 2039 3504 5.00 5371 5.00 4668 5.00 6349 5.00 758 5.00
27 2040 3679 5.00 5639 5.00 4901 5.00 6666 5.00 796 5.00
28 2041 3863 5.00 5921 5.00 5146 5.00 7000 5.00 835 5.00
0.5
0.75
Bus 0.953
LGV 0.652
2-Axle 7.077
3-Axle 9.975
M-Axle 5.499
BUS LGV
1.181 1.286 39 msa
1.567 1.695 52 msa
2.722 2.909 89 msa
4.199 4.458 137 msa
6.084 6.435 197 msa
7.960 8.404 257 msa30 years 79.226 151.880 9.995
20 years 42.022 80.558 5.302
25 years 60.666 116.299 7.654
10 years 15.969 30.613 2.016
15 years 27.414 52.555 3.459
Year 2-Axle 3-Axle M-Axle TOTAL
8 years 12.118 23.230 1.530
CUMULATIVE NUMBER OF STANDARD AXLES TO BE CATERED FOR DESIGN IN TERMS OF MSA PER LANE IN EACH DIRECTION
Directional Distribution The Cumulative number of Standard Axles (N)
Lane Distribution (D)
VD
F V
alue
s (F
)
A= Initial traffic in the year of completion of construction
n= Design life in years
r = Annual growth Rate of Commercial Vechile
30 years 22.274 34.354 29.853 40.604 4.847
25 years 17.024 26.307 22.859 31.092 3.711
20 years 11.750 18.224 15.834 21.537 2.571
15 years 7.618 11.890 10.330 14.050 1.678
10 years 4.386 6.928 6.017 8.184 0.977
8 years 3.304 5.258 4.566 6.210 0.742
Cumulative Both Direction Traffic in Million
Year BUS LGV 2-Axle 3-Axle M-Axle
FDA
r
rN
n
11365
Scott Wilson 1 of 1
Annexure – 8.2 B Design traffic in million standard
axle at km 39+000
Annexure 8.2B
AADTGrowth Rate %
AADTGrowth Rate %
AADTGrowth Rate %
AADTGrowth Rate %
AADTGrowth Rate %
BASE YEAR
2010 705 6.40 1562 5.20 1706 5.20 1659 5.20 193 5.20
2011 750 6.40 1643 5.20 1795 5.20 1745 5.20 203 5.20
2012 798 6.40 1729 5.20 1888 5.20 1836 5.20 214 5.20
2013 849 6.40 1819 5.20 1986 5.20 1931 5.20 225 5.20
1 2014 904 6.40 1913 5.20 2089 5.20 2032 5.20 236 5.20
2 2015 961 6.40 2013 5.20 2198 5.20 2138 5.20 249 5.20
3 2016 1023 6.40 2117 5.20 2312 5.20 2249 5.20 262 5.20
4 2017 1088 5.50 2227 5.00 2433 5.00 2366 5.00 275 5.00
5 2018 1148 5.50 2339 5.00 2554 5.00 2484 5.00 289 5.00
6 2019 1211 5.50 2456 5.00 2682 5.00 2608 5.00 303 5.00
7 2020 1278 5.50 2578 5.00 2816 5.00 2739 5.00 319 5.00
8 2021 1348 5.50 2707 5.00 2957 5.00 2876 5.00 335 5.00
9 2022 1422 5.10 2843 5.00 3105 5.00 3019 5.00 351 5.00
10 2023 1495 5.10 2985 5.00 3260 5.00 3170 5.00 369 5.00
11 2024 1571 5.10 3134 5.00 3423 5.00 3329 5.00 387 5.00
12 2025 1651 5.10 3291 5.00 3594 5.00 3495 5.00 407 5.00
13 2026 1736 5.10 3455 5.00 3774 5.00 3670 5.00 427 5.00
14 2027 1824 5.00 3628 5.00 3963 5.00 3853 5.00 448 5.00
15 2028 1915 5.00 3810 5.00 4161 5.00 4046 5.00 471 5.00
16 2029 2011 5.00 4000 5.00 4369 5.00 4248 5.00 494 5.00
17 2030 2112 5.00 4200 5.00 4587 5.00 4461 5.00 519 5.00
18 2031 2217 5.00 4410 5.00 4817 5.00 4684 5.00 545 5.00
19 2032 2328 5.00 4631 5.00 5057 5.00 4918 5.00 572 5.00
20 2033 2445 5.00 4862 5.00 5310 5.00 5164 5.00 601 5.00
21 2034 2567 5 00 5105 5 00 5576 5 00 5422 5 00 631 5 00
Construction Period
VEHICULAR TRAFFIC PROJECTION IN AADT , BOTH DIRECTION
YEARBus LGV 2-axle 3-axle M-axle
DESIGN TRAFFIC IN MILLION STANDARD AXLE
Project Road: NH-235, Meerut to BulandshahrLocation/ Section: Location of Survey Km 39+000, Section from Km. 30+800 to Km. 66+000Base Year/ Traffic Count Year: June 2010
21 2034 2567 5.00 5105 5.00 5576 5.00 5422 5.00 631 5.00
22 2035 2695 5.00 5360 5.00 5855 5.00 5693 5.00 662 5.00
23 2036 2830 5.00 5628 5.00 6147 5.00 5978 5.00 695 5.00
24 2037 2971 5.00 5910 5.00 6455 5.00 6277 5.00 730 5.00
25 2038 3120 5.00 6205 5.00 6777 5.00 6591 5.00 767 5.00
26 2039 3276 5.00 6516 5.00 7116 5.00 6920 5.00 805 5.00
27 2040 3440 5.00 6841 5.00 7472 5.00 7266 5.00 845 5.00
28 2041 3612 5.00 7183 5.00 7846 5.00 7630 5.00 888 5.00
0.5
0.75
Bus 0.643
LGV 0.331
2-Axle 6.807
3-Axle 10.470
M-Axle 6.971
BUS LGV
0.745 0.792 48 msa
0.989 1.044 63 msa
1.717 1.792 108 msa
2.648 2.747 166 msa
3.837 3.966 240 msa
5.020 5.180 314 msa30 years 116.173 173.766 13.460
20 years 61.619 92.167 7.140
25 years 88.957 133.058 10.307
10 years 23.416 35.025 2.713
15 years 40.199 60.128 4.658
Year 2-Axle 3-Axle M-Axle TOTAL
8 years 17.769 26.577 2.059
CUMULATIVE NUMBER OF STANDARD AXLES TO BE CATERED FOR DESIGN IN TERMS OF MSA PER LANE IN EACH DIRECTION
Directional Distribution The Cumulative number of Standard Axles (N)
Lane Distribution (D)
VD
F V
alue
s (F
)
A= Initial traffic in the year of completion of construction
n= Design life in years
r = Annual growth Rate of Commercial Vechile
30 years 20.823 41.671 45.513 44.259 5.149
25 years 15.915 31.909 34.850 33.890 3.943
20 years 10.985 22.103 24.140 23.475 2.731
15 years 7.122 14.419 15.749 15.315 1.782
10 years 4.100 8.399 9.174 8.921 1.038
8 years 3.089 6.374 6.961 6.769 0.788
Cumulative Both Direction Traffic in Million
Year BUS LGV 2-Axle 3-Axle M-Axle
FDA
r
rN
n
11365
Scott Wilson 1 of 1
Annexure – 8.3 Design of rigid pavements for toll
plaza location at km 35+215
Annexure 8.3
InputsType of Concrete M40Flexural Strength (Modulus of Rupture) of Concrete
fcr 45 kg/cm2
Design Period 30 YearsLoad Safety Factor 1.2Design Traffic, % of the total Repetitions of Comercial Vehicles
25 %
98th Percential axle load 17 tonTyre Pressure 8 kg/cm2CBR Value of subgrade 8 %Thickness of Granular Sub-Base 150 cmThickness of DLC 150 cmTrial Thickness of Pavement h 30 25Posson's Ratio of Concrete µ 0.15Modulus of Elasticity of concrete E 300000 kg/cm2Coefficent of Thermal expansion of Concrete
0.00001 /0C
Spacing of contraction joint (L) 450 cm
Width of Slab (B) 350 cm
Effective k over 150 cm DLC 27.7 kg/cm3
DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR TOLL PLAZA LOCATION AT KM 35+215
Modulus of subgrade reaction (kg/cm3)(from Table 2)
4.5 kg/cm3
PROJECT: DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] in the state of U.P.:Meerut- Bulandshahr Section (NH-235)
Scott Wilson 1 of 8
Annexure 8.3
SINGLE AXLE REAR ONLYTOTAL
1 0.00 2.00 1 266565 1.20 1.71 0.04 Infinity 0.0002 2.00 4.00 3 914633 3.60 4.403 0.10 Infinity 0.0003 4.00 6.00 5 3960050 6.00 6.78 0.15 Infinity 0.0004 6.00 8.00 7 4088411 8.40 9.007 0.20 Infinity 0.0005 8.00 10.00 9 790608 10.80 11.133 0.25 Infinity 0.0006 10.00 12.00 11 613197 13.20 13.177 0.29 Infinity 0.0007 12.00 14.00 13 1395485 15.60 15.152 0.34 Infinity 0.0008 14.00 16.00 15 452771 18.00 17.069 0.38 Infinity 0.0009 16.00 18.00 17 452771 20.40 18.937 0.42 Infinity 0.000
10 18.00 20.00 19 371020 22.80 20.765 0.46 14335236 0.02611 20.00 22.00 21 22918 25.20 22.558 0.50 762043 0.03012 22.00 24.00 23 0 27.60 24.32 0.54 166533 0.00013 24.00 26.00 25 0 30.0014 26.00 28.00 27 0 32.4015 28.00 30.00 29 0 34.80
TANDEM AXLETOTAL Stress,
kg/cm2
from Stress Ratio
Expected Repetitions
AL X 1.2
AL X 1.2
Axle Load (AL)
in Tonnes
Axle Load Category (Tonnes)
Stress Ratio
Fatigue life, N
Fatigue life consumed
Expected Repetitions
in Design life
Sl.No.
Axle Load Category (Tonnes)
Axle Load (AL)
in
Stress,
kg/cm2
from charts
Fatigue Life Analysis
Sl.No.
Fatigue life, N
Fatigue life consumed
1 0.00 2.00 1 0 1.20 0.795 0.02 Infinity 0.0002 2.00 4.00 3 0 3.60 2.063 0.05 Infinity 0.0003 4.00 6.00 5 0 6.00 3.153 0.07 Infinity 0.0004 6.00 8.00 7 1820972 8.40 4.15 0.09 Infinity 0.0005 8.00 10.00 9 1505902 10.80 5.09 0.11 Infinity 0.0006 10.00 12.00 11 0 13.20 5.989 0.13 Infinity 0.0007 12.00 14.00 13 0 15.60 6.857 0.15 Infinity 0.0008 14.00 16.00 15 0 18.00 7.697 0.17 Infinity 0.0009 16.00 18.00 17 431951 20.40 8.515 0.19 Infinity 0.000
10 18.00 20.00 19 653857 22.80 9.3111 0.21 Infinity 0.00011 20.00 22.00 21 2498543 25.20 10.089 0.22 Infinity 0.00012 22.00 24.00 23 1978508 27.60 10.849 0.24 Infinity 0.00013 24.00 26.00 25 3420039 30.00 11.593 0.26 Infinity 0.00014 26.00 28.00 27 863904 32.40 12.322 0.27 Infinity 0.00015 28.00 30.00 29 2147900 34.80 13.038 0.29 Infinity 0.00016 30.00 32.00 31 210047 37.20 13.741 0.31 Infinity 0.00017 32.00 34.00 33 904557 39.60 14.433 0.32 Infinity 0.00018 34.00 36.00 35 52512 42.00 15.114 0.34 Infinity 0.00019 36.00 38.00 37 315071 44.40 15.786 0.35 Infinity 0.00020 38.00 40.00 39 52512 46.80 16.449 0.37 Infinity 0.00021 40.00 42.00 41 157535 49.20 17.104 0.38 Infinity 0.00022 42.00 44.00 43 0 51.60 17.752 0.39 Infinity 0.00023 44.00 46.00 45 0 54.00 18.392 0.41 Infinity 0.00024 46.00 48.00 47 0 56.40
CUMULATIVE FATIGUE LIFE CONSUMED 0.056SAFE
chartsin Design lifeTonnesN
Scott Wilson 2 of 8
Annexure 8.3
60 00
70.00
80.00
90.00
100.00
110.00
Design Wheel Load: Rear Single Axle Only
req
uen
cy %
Scott Wilson 3 of 8
0.00
10.00
20.00
30.00
40.00
50.00
60.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Rear Single Axle Load In Ton
Cu
mu
lati
ve F
r
98 Percentile Load = 17.0 Ton
Annexure 8.3
LGV 2-Axle 3-Axle Multiaxle Bus0-2 1 16 0 0 16 3.33 16.00 3.332-4 3 23 22 0 45 9.38 61.00 12.714-6 5 79 15 60 154 32.08 215.00 44.796-8 7 21 1 101 123 25.63 338.00 70.42
8-10 9 0 11 14 25 5.21 363.00 75.6310-12 11 0 22 0 22 4.58 385.00 80.2112-14 13 0 49 0 49 10.21 434.00 90.4214-16 15 0 15 0 15 3.13 449.00 93.5416-18 17 0 15 0 15 3.13 464.00 96.6718-20 19 0 15 0 15 3.13 479.00 99.7920-22 21 0 1 0 1 0.21 480.00 100.0022-24 23 0 0 0 0 0.00 480.00 100.0024-26 25 0 0 0 0 0.00 480.00 100.0026-28 27 0 0 0 0 0.00 480.00 100.0028-30 29 0 0 0 0 0.00 480.00 100.00
480
Number of Axles
Analysis of Axle Load Survey for Rigid Pavement Design
Axle Load (tonnes)
Average Axle Load (tonnes)
Single Axles Rear only
Total
Total % TotalCumulative
TotalCumulative
Total %
Scott Wilson 4 of 8
Annexure 8.3
450 cm
350 cm
70.661 cm
6.368
0.938
15.8 o C
1.00E-06
2.22306 kg/cm2
24.32 kg/cm2
26.54 kg/cm2
45.00 kg/cm3
Total of Temperature Warping Stress and the highest axle load stress=
Flexural Strength of Concrete=
Safe
Edge Warping Stress =
Spacing of contraction joint (L)
Width of Slab (B)
Radius of relative stiffness (I)
L
Bradbury's Coefficent ( C )
Temperature Differential (t)
Coefficient of thermal expansion of cement concrete ( )
Highest Axle Load Stress
Check for Temperature Stresses
42
3
112 k
Eh
2
tCE
Total of Temperature Warping Stress and the highest axle load stress is less than the flexural strength, so pavement is safe under the combined action of wheel load and temperature
Scott Wilson 5 of 8
Annexure 8.3
Corner Stress
Radius of relative stiffness, (l)
Radius of area contact of wheel, Considering a Single Axle dual
wheel (a)
Tyre Pressure (q) 8 kg/cm298 percentile axle load 17 tonneWheel Load( Dual wheel), P 8.5 tonneLoad on one tyre, Pd 4.25 tonneC/c distance between two tyres (S) 31 cm
a = 21.417 cm l = 70.661 cm
2
Check for Corner Stress
2.1
2
21
3
l
a
h
P
42
3
112 k
Eh
5.05.0
5227.08521.0
xq
PS
qx
Px dd
CORNER STRESS 18.08 Kg/cm2
Flexural Strength of Concrete 45 Kg/cm3
The corner stress is less than the flexural strength of the concreteIt is safe
Scott Wilson 6 of 8
Annexure 8.3
Design wheel Load (Dual Wheel)
Percentage of Wheel load to transferred by Dowel bar
Width of Joint (z)
Diameter of Dowel bar (b)
Characteristic compresive strength of concrete (M40) Grade (fck)
Spacing between Dowel bar, (s) =
Distance of the first Dowel bar from the Pavement Edge
Total Load transferred by Dowel bar system
Load carried by the Outer dowel bar, (Pt)
Check for Bearing Stress
DESIGN OF DOWEL BAR
8500Kg
% 40
cm 2
cm 3.2
cm 20
Kg/cm2 400
Kg/cm2 292.28
cm 15
cm 70.661
4
2.302 Pt
Kg 1477.144
4
Allowable Bearing Stress on Concrete (Fb) = (10.16-b)*fck/9.525
Radius of Relative Stiffness, ( l )
Number of dowel bars participating in load transfer when load is just over the dowel bar close to the edge of the slab, (n) = 1+ l /spacing
42
3
112 k
Eh
4 4/ EIKb
ZEI
KPt
24 3
Scott Wilson 7 of 8
Moment of Inertia of Dowel bar, (I) = b4/64
Modulus of Dowel/Concrete interaction (Dowel Support), (K)
Modulus of the Elasticity of the Dowel bar, (E)
cm4 5.147
Kg/cm2/cm 41500
Kg/cm2 272
Kg/cm2 2.0E+06
0.238Relative stiffness of dowel bar embedded in concrete, () =
Bearing Stress between the concrete and dowel bar (max) =
Since Bearing Stres is less than the Allowable Bearing stress, Safe
42
3
112 k
Eh
4 4/ EIKb
ZEI
KPt
24 3
Scott Wilson 7 of 8
Annexure 8.3
Design Parameters
Slab Thick ness cm 30
Coefficient of friction between pavement and the Sub-base/base, (f) 1.5
Lane Width, (b) m 3.5
Density of Concrete kg/m3 2400
Weight of Slab, (W) kg/m2 720
Allowable Tensile Stress in plain bars (as per IRC:21-2000), (S) kg/cm2 1250
Allowable Tensile Stress in Deformed bars (as per IRC:21-2000), (S) kg/cm2 2000
Allowable Bond Stress in plain tie bars, (B) kg/cm2 17.5
Allowable Bond Stress in Deformed tie bars, (B) kg/cm2 24.6
Diameter of Tie bar cm 1.2
Cross Sectional area of tie bar, (A) cm2 1.131
Perimetre of Tie bar, (P) cm 3.770
(A) Spacing and length of the plain bar
cm2/m 3.024
Spacing of Tie bars c/c, = A/As cm 37
Length of Tie bar, (L) = 2xSxA / BxP cm 42.86
cm 58.00
(A) Spacing and length of the Deformed Tie bar
cm2/m 1.89
Spacing of Tie bars c/c, = A/As cm 59
Length of Tie bar, (L) = 2xSxA / BxP cm 48.78
cm 64.00
DESIGN OF TIE BARS
Area of Steel bar per metre width of join to resist the frictional force at slab bottom, (As) = bfW/ S
Increase length by 10 cm for loss of bond due to painting and another 5 cm for tolerance in placement, Therefore the length is
Area of Steel bar per metre width of join to resist the frictional force at slab bottom, (As) = bfW/ S
Increase length by 10 cm for loss of bond due to painting and another 5 cm for tolerance in placement, Therefore the length is
Scott Wilson 8 of 8
Annexure – 8.4 General Layout of Toll Plaza
Annexure 8.4
Scott Wilson Page 1 of 1
Chapter – 9 Environmental Screening and
Initial Environmental Evaluation
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 1 October 2010
9.0 ENVIRONMENTAL SCREENING AND INITIAL ENVIRONMENTAL EVALUATION 9.1 Background
The National Highways Authority of India (NHAI) has been entrusted to implement the development of the project stretch Meerut to Bulandshahr Section of NH-235 for four lane rehabilitation and up-gradation under NHDP, Phase IVB on BOT/EPC mode under Package No: UP/DPR/NHDP-IV/07 in the state of Uttar Pradesh. Environmental Impact Assessment report has been prepared in order to identification and evaluation of the anticipated environmental impacts during design, construction and operation phases of 4 lane divided carriageway from Meerut to Bulandshahr Section of National Highway-235 which starts at km 0+000 at Begum Bridge within Meerut City and ends at 66+482 on Bhur Choraha of Bulandshahr City. Based on identified environmental and social issues, environmental mitigation measures have been proposed for design of the project road.
9.2 Project Description The 4 laning of Meerut – Bulandshahr Section of NH-235, starts from Meerut Town (Km. 7+469) and ends at Bulandshahr town (Km. 66+482). The project road section traverses through three districts of the Uttar Pradesh, namely Meerut, Ghaziabad and Bulandshahr. The main towns on the stretches are Meerut, Kharkhonda, Hapur, Gulaothi and Bulandshahr. Main features of the project road are as under: From km 0+000 to km 7+469 the existing project road has four-lane with divided carriageway
configuration. Hence, Meerut-Bulandshahr section of NH-235 is framed with the concept of 4-lane configuration highway from km 7+469 onwards to km 66+482.
The four-lane with divided carriageway configuration of Meerut – Bulandshahr Section of NH-235 will require significant land acquisition as existing ROW varies from 30-37 m.
There is no Reserve forest along the project road. There is no wildlife sanctuary within the 15 km either side from the project road. The project road is 4 laning of Meerut – Bulandshahr Section of NH-235. The project road is a designated development under the Environmental Impact Assessment (EIA) Notification, 2009 under Environment (Protection) Act (EPA), 1986. As per EIA Notification -2009, Environmental clearance is required for (i.) New National High ways; and ii) Expansion of National High ways of greater than 30 km, involving additional right of way greater than 20m involving land acquisition. Environmental Impact Assessment studies for the project road will be carried out as per EIA Notification 2009 after approval of TOR from Ministry of Environment & Forests.
9.3 Description of the Environment The physical, biological and socio-economic baseline environmental conditions along the project road are discussed in the following sub sections: Topography and Physiography: Physiographically, the area along the existing road lies in the Gangetic Plain. The study area is level plain and has mostly flat topography. The general slope of the area is from north to south direction. No rock outcrop is observed in the area. Mostly crop fields observed both side of project road.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 2 October 2010
Drainage Pattern: Good natural drainage is available in the area along the project road. There are few distributaries and minors in the area. There is no major river Geology: The region is formed by the alluvium of the Quaternary age. No rock outcrop is observed in the area. The strata section of different tube wells of the area indicates the presence of thick succession of alternate sequence of sand and clay. The thickness of these beds varies from place to place. The sedimentary sequence contains alternate layers of sand and clay. The ground surface is formed by clay. The grain size of the sediments becomes gradually finer in the upward direction. The area is not subjected to major structural disturbance, so the sediments are neither folded nor joint and nor fractured. Surface and Ground Water Hydrology: There are few distributaries and minors flowing through the area. There is major no river crossed by project road. The region is medium rainfall area. The area receives average, 829.4 mm of rainfall annually mainly from south-west monsoon. Nearly 71.6 % of annual rainfall is received during July to September. Only about 9% of the normal rainfall is received during the winter season. On an average, there are 41 rainy days in a year Ground water is the most important water source in the study area. There are many borewells in the area but dug wells are only few. The first or upper aquifer lies between the depth range of 10 to 30 m below ground level (bgl). The shallow aquifers in the study area are unconfined or semi-confined and these are the water table aquifers. The drilling depth of most of the private tubewells for irrigation ranges from 15 to 30 m and draw water from main aquifers found at 20 to 25 m bgl. The main aquifers are separated from the top shallow aquifers by clay-kankar beds. The aquifer material consists of fine to coarse sand. Kankar and pebbles are found associated with both clay and sand horizons of varying depths. Soil Characteristics: The soil of the study area consists of alluvial deposit dominated by sediment constituents. Soil in the area is deep and generally very fertile and possesses mostly sand, sandy loam, clay loam and loamy texture. The colour of soil in the study area varies from brown to yellowish. The top surface of soil consists of mostly sandy. Soil of the area are very fertile and mostly suitable for wheat, sugarcane, paddy, vegetable, fodder, etc. Water Quality: Ground water samples were collected from most commonly used hand pumps along the project road. On perusal of the analysis data, it is observed that analyzed values of water samples are well below the prescribed limits for drinking water as per IS: 10500 for all the parameters analyzed. Climatology: May is the hottest month with the mean daily maximum temperature at 40.0OC and the mean daily minimum at 24.8OC. From April onwards the hot westernly winds begin to blow the heat is often intense in May and June. The maximum temperature may sometimes be as high as 45OC or 46OC. With the advance of the southwest monsoon into the area by about the end of June there is an appreciable drop in the day temperatures in July, but the nights continue to be as warm as in the summer months. Even during the southwest monsoon season, the day temperature become high during breaks in the rains and with the increased moisture in the air weather is often uncomfortable. With the withdrawal of monsoon early in October, both day and night temperatures begin to drop and the weather becomes pleasant. After the middle of November, the drop in temperature is more rapid. January is the coldest month with the mean daily maximum temperature at 20.6OC and the mean daily minimum temperature at 7.9OC. In the winter months during cold waves which affect the area in the wake of western disturbances
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 3 October 2010
passing eastwards minimum temperature may sometimes go down close to the freezing point of water. RH is highest during July to September months (76 to 83% at 8:30 hr) and lowest during April and May months (38 to 39% at 8:30 hr). Annual average wind speed is 6.3 kmph (1.8 m/s). Highest average monthly wind speed is observed to be in June (8.9 kmph or 2.5 m/s) while lowest (3.7 kmph or 1.0 m/s) in December month. The prevailing winds blow from W-NW sector towards E-SE sector from September to April. During May and August winds blow from E-W. October and December months have relatively high calm periods whereas low calm periods are observed during May and June months. Ambient Air Quality: Ambient air quality monitoring has been carried out with a frequency of two days per week at 4 locations during the study period. The baseline data of air environment was monitored for the below mentioned parameters: Particulate Matter (PM2.5); Particulate Matter (PM10); Sulphur dioxide (SO2); Oxides of Nitrogen (NOX); and Carbon monoxides (CO); National air quality standards for rural, residential and industrial area, along the project road are met for monitored parameters (PM2.5, PM10, SO2, NOx and CO) for all AAQM stations for National air quality standards for industrial, residential, rural and other area, along the project road are met for monitored parameters (PM2.5, PM10, SO2, NOx and CO) for all AAQM stations. Noise Measurements: A preliminary reconnaissance survey was undertaken to identify the major noise generating sources in the area. The day noise level has been monitored during 6 AM to 10 PM and night levels during 10 PM to 6 AM at all locations. Measured Leq noise levels are within the limit stipulated for residential areas. Forest There is no reserved forest-land involved in the proposed road. Trees along the Project Road The plant species like Eucalyptus hybrid, Azadirachta indica, Dalbergia sissoo, Cassia fistula, Holoptelea integrifolia, Morus ramphij, Pongamia glabra, Albizia lebbek, are very frequently observed along the project road. Approx. 13655 trees may need to be cut for project road. Cutting of trees will be major adverse environmental impact of the project. However, to mitigate the anticipated environmental impacts due to tree cutting, compensatory afforestation will be carried out by planting 40955 trees (1:3 ratio). Compensatory afforestation will be carried out by Forest Department and fund for it will be provided by NHAI.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 4 October 2010
Agricultural Development Agriculture is the main source of livelihood of the population along the project road. Sugarcane, paddy, wheat, mustard and fodder are major crops cultivated in the area. There are three cropping season, namely, kharif, Rabi and Zayad. Kharif crops include, jowar, paddy, fodder, etc. while Rabi crops include wheat, Sugarcane, mustard, etc. Rabi crops are usually sown in November whereas Kharif crops are sown with the beginning of the first rains in July. Industries There is no major industrial establishment along the project road.
Religious Structures Many religious structures are located along the project. Most of the religious structures are away from road and will not be affected due to four laning of the project road. However, few mazars are located close to shoulders and will need to be avoided during design stage. Sensitive Locations along the Project Road There is no wildlife sanctuary within 15 km distance either side from the project road. Protected Areas The proposed 4 lane upgradation of Meerut – Bulandshahr Section NH 235 does not fall under any protected area.
Archaeological and Historical Monuments No archaeological and historical monument is located along the project road. Socio-economic Conditions along the Project Road There are total 216781 household settlements located along the project road as per census records2001. Merely 95.9% of total household’s settlement come in urban area, where Meerut, Hapur and Gulaothi are major urban settlement along project road, While 4.1% of total houdehold settlements come in the category of rural area settlements along the project road. The population of settlements along the project road is 1384918. The male population constituted nearly 53.2 % persons, while the female population was only 46.8 % of the total population. About 18.2% of total population belong from schedule cast along the project road, whereas male population constitute 53.9% and female is 46.1% of total schedule cast population. The presence of schedule tribe population along the project road is very low. As per census data 2001, only 75 person of schedule tribe found along project. About 56.4% of total population along the project road is literate, out of which 58.8% are male and 41.2 % are female, as per census data 2001. About 62.6% of male population is literate along the project road, while out of total population of female 49.6% female is literate. Employment Pattern Along the project road, total workers in the area account for 25.9% (91.3% male and 8.7% female) of the total population. Main workers in the area account for 89.7% of total worker while marginal workers accounts for 10.3 %. Nearly 23.7 % workers are engaged in the agricultural related activities while rest of the main workers are engaged in other activities like mining and quarrying, manufacturing, processing, servicing and repairs in household industry, construction,
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 5 October 2010
trade and commerce, and other services. Total non-workers account for 74.1 % of the total population.
9.4 Potential Environmental Impacts and Mitigation Measures Important environmental issues of the project road are as given below: From km 0+000 to km 7+469 the existing project road has four-lane with divided
carriageway configuration. Hence, Meerut-Bulandshahr Section of NH-235 is framed with the concept of 4-lane configuration highway from km 7+469 onwards to km 66+482.
The four-lane with divided carriageway configuration of Meerut – Bulandshahr Section of NH-235 will require significant land acquisition as existing ROW varies from 30 m to 37 m.
Both sides of the project road, trees are growing which may need to cut for 4 laning. There is no reserve forest along the project road. There is no wildlife sanctuary within the 15 km either side from the project road. i. Impact on Physiography and Topography Since the proposed project is four laning of the existing road, impact on the physiography of the area would be insignificant during construction and operation phase. The design will consider the improvement of roadside drainage conditions through the improvement of cross-drainage structures. Design of the cross drainage structures will follow IRC Guidelines (IRC, 1995). ii. Potential Environmental Impacts on Soil a. Design and Construction Phase Loss of Productive Soils: The area along the project road is mostly cultivable land. Some loss of productive soils is anticipated because most of the land is agricultural land along the road. The productivity of crops in the region will not be affected significantly by the project road. Efforts will be made to minimize acquisition of productive lands by alignment of cross sections. The location of construction camp (if any) and other construction sites shall not be located on productive agricultural land. The topsoil from all areas to be permanently covered shall be stripped to a specified depth of 150 mm and stored in stockpiles. The stored topsoil will be utilized for the redevelopment of borrow areas, top dressing of the road embankments, fill slopes and filling up of tree pits proposed as part of compensatory plantation. Soil Erosion : During the upgrading of the project, some trees, shrubs and grasses will need to be cleared along the project road, which may pose some soil erosion problem during rains. Suitable mitigation measures will need to be implemented to prevent the soil erosion problem. Contamination of Soil: In the project road, the contamination of the soil will be negligible. Further, the contractor shall initiate measures to minimize waste generation from all construction activities. Compaction of Soil: During construction phase, at some places, soil in the adjoining productive lands beyond the ROW may be compacted by the movement of construction vehicles, machinery and equipment. During the construction phase, mitigation measures to prevent the soil erosion are: Re-plantation of trees, Good engineering & construction practices
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 6 October 2010
Turfing on embankment. Providing mild slopes, not flat nor steep slope, These steps will efficiently mitigate the potential soil erosion problem and by the time the road starts operating, the ecosystems will restore itself. Soil erosion should visually check on slops and high embankment areas along the road during construction phase. In case soils erosion is found suitable measures should be taken to control the soil erosion. To prevent any compaction of soil in the adjoining productive lands beyond the ROW, the movement of construction vehicles, machinery and equipment will be restricted to the corridor. Ensure stabilization of soil around bridge approach through plantation. Adopt other stabilization measures also like selection of less eroding materials, placement of good compaction particularly around water bodies/water streams /bridges and culverts. Surface drain should be provided for the entire road length with suitable gradients. Drainage should be augmented wherever it is inadequate to accommodate higher discharges. Existing culverts should be repaired (renovation and widening up to surface drain). Borrow Area and Quarries For construction, substantial quantity of earth is required for project road. The demand of earth is fulfilled by excavating borrow pits in the vicinity of the project road. For filling and embankment during construction phase, borrow pits need to be excavated along the project road. For construction of the Meerut – Bulandshahr Section of NH-35, aggregate will be procured from quarry approved by Uttar Pradesh State Pollution Control Board. Mitigation Measures To mitigate the adverse impact during excavation of borrow pits, following mitigation measures shall be taken: Indian Road Congress (IRC): 10 -1961 guideline should be followed for excavation of earth
from borrow areas. Borrow areas shall be excavated as per the intended end use by the owner. In some cases the
owners of land want to develop the area in to pond for rearing fishes. The following criteria have been used for selection of borrow pits and amount that can be borrowed. They are as follows:
Borrow areas should not be located on cultivable lands. However, if it becomes necessary
to borrow earth from temporarily acquired cultivated lands, their depth should not exceed 45 cm. The topsoil to a depth of 15 cm shall be stripped and set aside. Thereafter, soil may be dug out to a further depth not exceeding 30 cm and used in forming the embankment.
Borrow pit shall be selected from wasteland at least 500m away from the road; Priority should be given to the borrowing from humps above the general ground level
within the road land; Priority should be given to the borrowing by excavating/enlarging existing tanks; Borrowing should be from land acquired temporarily and located at least 500m away from
the road; Borrowing should be from mounds resulting from the digging of well and lowering of
agricultural fields in vicinity of the road; In case of settlements, borrow pit shall not be selected within a distance 800m from towns
or villages. If unavoidable, earth excavation shall not exceed 30 cm in depth.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 7 October 2010
The haulage distance from site should not be too far. Aggregate required for road construction shall be procured from quarries approved by Uttar Pradesh Pollution Control Board. Air and noise emissions from quarry shall be well within the prescribed limit. b. Operation Phase No impact is anticipated on soil during the operation phase and therefore, no mitigation measure is required. However, soil erosion shall visually be checked on slopes and high embankment areas along the road during operation phase. In case soils erosion is observed suitable measures should be taken to control the soil erosion. iii. Impacts on Water Resources a Design and Construction Phase Four laning of the project road is not likely to have any significant impact on existing drainage system along the project road. Further, adequate culverts and bridges for movement of runoff during rains will be provided at required locations. Mitigation Measures The contractor shall ensure that construction debris does not find it way in to the minor drainage channels which may get clogged. To restore the surface water flow/drainage, proper mitigation measures will be taken along the road, like: Drainage line will be constructed all along the project road. Extra culverts will be proposed to accommodate the drainage requirement along the
alignment. Drainage arrangements will be suggested in respect of site conditions in the form of drainage
layer and sub-surface drains in the full width of formation or below the shoulder so as to keep the pavement well drained at locations where these are required.
Good engineering and construction practiced should be followed. b. Operation Phase During the operation phase, drainage pattern or hydrology of the area will not be affected. Therefore, no impact is anticipated during operation phase and no mitigation measures are required. iv. Impact on Water Environment a. Design and Construction Phase During design and construction phase, drainage pattern and run off flow conditions along the project road will not be significantly affected. Water requirement for the project road will be temporary and meet through existing surface/ground water sources available place to place along the road. Therefore, no impact is anticipated on the water resources of the area. No local water supply will be used for upgrading/construction purposes. Hence, the impact on the local water supply will be insignificant.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 8 October 2010
Mitigation Measures Following mitigation measures are suggested to mitigate any adverse impacts during design and construction phase: Provision shall be made for proper drainage along the road. Construction camps, if any, shall be properly located to avoid contamination of surface water
bodies by the generation waste and waste-water. Good engineering practices to be followed to avoid the clogging of water channels along the
project road. Water to be used for construction shall have separate source. b. Operation Phase During operation phase, water quality, drainage pattern and run off flow conditions along the project road will not be significantly affected and no impact is anticipated on water quality along the project road. Therefore, no mitigation measure is required for operation phase. v. Impact on Ambient Air Quality a. Construction Certain amount of dust and gaseous emissions will be generated during the construction phase from excavation machines and road construction machines. Pollutants of primary concern include Particulate Matter (PM2.5) and Particulate Matter (PM10). However, suspended dust particles may be coarse and will be settled within a short distance of construction area. Therefore, impact will be temporary and restricted within the closed vicinity of the construction activities along the road only. The following mitigation measures will also be taken to mitigate the dust entrainment and fugitive emissions from the various sources: Asphalt and hot-mix plants will be located at least 1 km away in down wind direction from
inhabited urban and rural stretches along the road with the clearance from Uttar Pradesh Pollution Control Board.
Sprinkling water will control fugitive dust emissions. Sprinkling of water on the dust prone areas and construction yard. Regular maintenance of machinery and equipment will be carried out. b. Operation Phase During the operation phase, air quality along the road will be affected by vehicular emissions on the project road. Pollutants of primary concern will include NOx, CO, SPM and SO2. It is suggested that roughness of project road should be as per IRC:SP:16-2004. As per IRC guidelines roughness <2000 mm/km is considered good for bituminous concrete surface. vi. Impact on Noise During the construction phase, the noise level is bound to increase by the use of construction machines, generators, etc. However, these noise levels will be temporary in nature mostly during daytime only. The impact of noise on surrounding area during the construction phase will be limited to short distance, hence inferred as moderate.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 9 October 2010
Some salient features related to potential noise impact of road development include: The road noise impact is greatest where road passes though populated areas, The range of noise level should be understood in relation to the habitation type also, for
example, road noise in industrial areas is not likely to be problematic but at sensitive location like schools, worship place, its impact may be significant
During the operation phase, noise will be generated through the vehicles movement. It will depend up on traffic density, number of traffic event. Plantation along the road and improved road conditions will be helpful in reduction on noise levels during operation phase. To mitigate the impact of noise levels during operation phase, following mitigation measure are anticipated: It is suggested that roughness of project road should be as per IRC:SP:16-2004. As per IRC
guidelines roughness <2000 mm/km is considered good for bituminous concrete surface. Developing trees barriers between the road and sensitive area, wherever it is possible. Noise measurements should be carried out along the road to ensure the effectiveness of
mitigation measures. vii. Impact on Flora, Fauna and Ecosystem a. Design and Construction Phase During the design and construction of project road, vegetation in the form of trees, shrubs and grasses will be cleared. Matured trees are growing along the road within the ROW, which will need to clear for construction of road. Important positive and negative impacts on flora, fauna and ecosystem due to project road are: Approximately 13655 trees are growing within the ROW. These trees will need to be cut for 4
laning of the project road. The aquatic ecology will not be damaged, as structures will be provided on the water bodies
crossed by project road. The loss of trees and herbal cover at least during the construction phase, is likely to produce
some negative impacts. Impact of Dust Generation of Vegetation During construction of road, dust will be emitted and settled on the foiler surface of leaves of plants in the close vicinity of project road. It may interfere plant growth for short duration as this dust will be washed off during first rain. Mitigation Measures
Careful and proper planning should be done for re-plantation of trees during design and right
at the commencement of construction and the phase wise removal of growing trees will mitigate the negative impacts.
Compensatory plantation of 40965 trees should be started during construction phase parallel to the construction activities.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation
Scott Wilson 9 - 10 October 2010
b. Operation Phase During the operation phase, no adverse impact is anticipated on the flora and fauna of the area. Plantation along the road on available space will enhance flora in the area. Mitigation Measures Compensatory afforestation should be done along the project road during operation phase, where ever it is possible. Monitoring of survival of trees should be done at regular interval and suitable mitigation measures should be taken to protect the trees. viii. Impacts on Social Environment
Construction and operation phases of project road will have some beneficial impacts on social environment. Some increase in income of local people is expected as local unskilled, semiskilled and skilled persons may gain direct or indirect employment during construction phase. Since the immigration of work force during construction phase is likely to be very small, the social impacts on literacy, health care, transport facilities and cultural aspects are expected to be insignificant.
9.5 Environmental Monitoring Plan An institutional mechanism needs to be incorporated in the proposed project management and execution system. The NHAI will be responsible for the implementation of all the mitigation and management measures suggested in EMP for project road. The NHAI is also responsible for implementation the complete resettlement and rehabilitation for all those affected by the project. The NHAI has certain organizational and institutional capacity to be able to satisfactory complete the implementation of the EMP. To ensure the effective implementation of the mitigation measures and environmental management plan during construction and operation phase of the project road, Environmental monitoring plan has been designed for ambient air quality monitoring, water quality monitoring, noise levels monitoring, soil erosion and plantation areas.
9.6 Environmental Management Plan
Environmental management plan have been prepared for pre-construction, construction and operation phases. During the design, construction and operation phase of project road, anticipated impacts have been identified, assessed and evaluated. To mitigate such adverse environmental impacts, environmental management plan has been suggested. Environmental Management Plan (EMP) also include, reporting procedures and training for implementation of environmental management plan. The responsibility for implementation and supervision of EMPs are vested with four agencies, namely, Contractors, NHAI, Project Implementation Unit (PIU) and supervision consultant.
9.7 Environmental Budget for Mitigation Measures & Environmental Management Plan
Summary of approximate cost for implementation of mitigation measures and environmental management plan (EMP) is given below:
Sl. No. Various Activities Cost (Rs.) 1.0 Implementation of EMP 75,995,000 2.0 Environmental Monitoring Cost 494,000
Total 76,489,000 Say Rs. 7.7 Crores
Chapter – 10 Initial Social Assessment and
Preliminary Land Acquisition/ Resettlement Plan
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan
Scott Wilson 10 - 1 October 2010
10.0 INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND ACQUISITION / RESETTLEMENT PLAN
10.1 Description of the Project Road
The National Highways Authority of India (NHAI) has been entrusted to implement the development of the project stretch Meerut to Bulandshahar Section of NH-235 for four lane rehabilitation and up-gradation under NHDP, Phase IVB on BOT/EPC mode under Package No: UP/DPR/NHDP-IV/07 in the state of Uttar Pradesh. The 4 laning of Meerut – Bulandshahar Section of NH-235, starts from Meerut Town (Km. 7+469) and ends at Bulandshahar town (Km. 66+482). The project road section traverses through three districts of the Uttar Pradesh, namely Meerut, Ghaziabad and Bulandshahar. The main towns on the stretches are Meerut, Kharkhonda, Hapur, Gulaothi and Bulandshahar. For four laning of the project road, fresh land and structures acquisition will be required. To provide the compensation and other resettlement benefits to the project affected persons, resettlement action plan have been prepared as per National Highways Act (Amendment) 1997 and NRRP 2007.
10.2 Objectives of the Resettlement Action Plan The Resettlement Plan has been prepared keeping the following broad objectives:
a) The negative impact on persons affected by the project would be avoided or minimized. b) Affected people and the beneficiary population will be informed and consulted about the
project and its design where the negative impacts are unavoidable. c) People’s participation will be undertaken in planning and implementation of the project. d) All information related to resettlement plan and implementation will be disclosed to PAPs. Resettlement action plan (RP) is based on socio-economic assessments of the potentially affected households, agricultural land and commercial structures due to widening & strengthening of Meerut – Bulandshahar Section of NH-235. In view of the human dimension involved the possible social impacts have been integrated into the improved alternative engineering designs to minimize resettlement and displacement. These benefits have been achieved by adopting engineering solutions, like bypasses, raised pavement, and reduced median and road width at congested segments. A key prerequisite of the RAP is a policy framework for resettlement containing categories of impacts and their corresponding entitlements. The RAP provides detailed guidance on how to implement provisions in the policy framework, including institutional arrangements and budgets based on enumeration of project-affected people with entitlements under the framework.
10.3 Land Acquisition And Project Impact 10.3.1 Location and Area
The project road starts from Meerut Town (Km. 0+000) and ends at Bulandshahar town (Km. 66+482) at NH 235 crossing traversing a distance of about 66 km. From km 0+000 to km 7+469 the existing project road has four-lane with divided carriageway configuration. Hence, Meerut - Bulandshahar section of NH-235 is framed with the concept of 4-lane configuration highway from km 7+469 onwards to km 66+482. The project road passes mainly through three districts namely Meerut, Ghaziabad and Bulandshahar.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan
Scott Wilson 10 - 2 October 2010
The total alignment is sprayed with habitation all along. There are mainly agricultural fields exist both sides along the project road. Phaphunda, Kharkhauda, Hapur and Gulaothi reroute make the row congested and need to be bypassed.
10.3.2 Right of Way/Land Requirement
The existing ROW of the project road varies 30 m to 37 m. as per widening plan ROW is proposed 60 m all along the project road. Due to improvement of curves, widening, realignment and bypasses, extra land acquisitions shall be necessary. Though the settlements along the corridor are sparse, certain ribbon development is there within the settlement reaches. In the absence of any other option, structures shall be affected. Adequate resettlement options shall be worked out for the affected persons.
10.3.3 Measures to Minimize Impacts
Efforts have been undertaken by adopting appropriate engineering design while finalizing the road alignment to minimize the resettlement impact on the existing structures and additional land acquisition. Public consultations and field visits helped in getting better planning and designing inputs towards minimizing negative social impacts.
10.3.4 Acquisition of Land and Structures
10.3.4.1 Acquisition of Structures The acquisition of structures will be done as per the provisions of National Highways Act (Amendment) 1997. The land acquisition plan is being prepared for the entire project stretch. During the survey, houses and shops located within the ROW have been counted and listed below.
Affected Private Houses and Shops within the Proposed ROW
S. No. Type of Structures Partly Affected Fully Affected Total Houses
1. Pacca Houses 32 13 45 2. Temporary Houses 15 19 34 47 32 79 Shops
3. Pacca shops 34 42 76 4. Wooden shops 0 36 36 34 78 112 Total 81 110 191
As mentioned above about 79 houses and 112 shops will be acquired for 4 laning of the project road. Total structures to be acquired are estimated as 191
10.3.4.2 Acquisition of Land The land acquisition plan for the project road is under progress and being prepared for entire project stretch. The project would require the acquisition of 260 ha of land. Since the existing ROW is about 30 m - 37 m along most of the stretch of the project road, average 25 m width of land will be acquired along the existing alignment while for bypasses 60 m wide strip will be acquired. Land will be acquired for bypasses to reduce accidents and impact on settlements and properties. Also, land will be acquired for the provision of facilities such as toll plaza, way side amenities along the highway.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan
Scott Wilson 10 - 3 October 2010
10.3.5 Project Affected Persons (PAPs) National Highway would incur in view of the loss of land (agricultural, commercial and residential), loss of structures (commercial and residential), loss of assets (commercial and residential). Details of tentative affected person in the project area are given in Table below. A total of 1316 Project Affected families are estimated and the total affected population based on the average family size of 5 is 6558. The project affected families (PAF), who will lost land are found to be 1125 while the PAF loosing structural property are 191.
Type of Loss Project affected Families Land 1125 Houses 79 Shops 112 Total Affected 1316
Types of family i.e. nuclear, joint or extended have an impact on the resettlement of the PAFs. The average size of each family in the project area is 5 members. The total affected family in the project area is 1316. For social impact assessment, entitlement and other analysis family is taken as a unit.
10.4 Resettlement Principles
Land acquisition for the project road will be done as per the National Highways Act (Amendment) 1997. The Resettlement Action Plan has been developed based on the National Highways Act (Amendment) 1997.
Government of India has brought forward a National Policy of “Resettlement and Rehabilitation for Project Affected Families” through the Ministry of Rural Development (Department of Land Resources). The policy document outlines broad guidelines with respect to the rehabilitation and resettlement for various projects, and para 6.17 of the policy mentions “Acquisition of Long Stretches of Land: In case of projects relating Highways wherein only a narrow stretch of land extending over several kilometers is being acquired, the Project Affected Families will be offered an ex-gratia amount of Rs. 20,000/- per family.
10.5 Consultation and Disclosures
A number of public consultations were held with various sections of the project affected population. People in general agreed on the need for widening the highway and strengthening the same. The process of information was highly appreciated by the local inhabitants. During public consultation issues related to safely, compensation, employment generation, information flow, grievance redressal, role of administration etc. were discussed. Issues were also raised about the transparency in the project implementation process.
Aiming at building confidence and good rapport among the potential affected people and to incorporate their feasible needs and suggestions in the design, drainage system and signage at the intersections, etc. the focused group discussions technique was used to elicit their absorbing capacity and the opinions about the project road. The detailed facts and perception of both the likely affected persons (APs) and other stakeholders are given below:
1. Local people are in favour of the project and requested for early completion of the project.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan
Scott Wilson 10 - 4 October 2010
2. Shopkeepers and residents of Hapur town revealed that frequent traffic jam is observed in the town as project road is passing through market and residential areas. Further, population is affected by air pollution and noise pollution problems. Therefore, local people emphasize to provide bypass at Hapur to ease these problems.
3. The project road is passing through Gulaothi where frequent traffic jam is observed as the project road is passing through market and residential areas. Road is congested in the town. Local people of Gulaothi requested to provide bypass in right hand side of town.
4. At Sekda village, one Mazar is located close to shoulder of the project road. Local people suggested that Mazar can not be shifted, hence, opposite side widening should be carried out.
5. At Chainage km 44.400, on left hand side Mazar is located, local people suggested that Mazar can not be shifted due to religious faith, hence, opposite side widening should be carried out.
6. Many local people at different places were consulted about the shifting of religious structure located close to the project road. They reveal that shifting of Mazars, Mosques and Temples is a sensitive issue among the local communities. Therefore, shifting of any religious structure should be initiated only after consulting local people and taking them in confidence.
7. Local people wanted to know about the processes and procedures on land acquisition, resettlement, compensation and assistance which will be provided to affected families for land acquisition.
8. People requested to pay compensation for acquired land as per market rate. 9. Local people insisted that construction should be started only after paying compensation and
resettlement benefits. 10. Local people were concerned about compensation to be paid to those who are encroachers
and squatters living and doing business on the government land along the project road, 11. Local people requested to provide underpass in the villages located close to project road. 12. Villagers requested for services road in the villages. 13. Most the villagers requested for giving priority in employment for local people. 14. Most of the villagers demanded for bus stands in the villages along the project road. 15. Some people were interested in petty contracts during construction phase. 16. Many local people requested to provide longitudinal drains along the project road, at least in
settlement area for proper drainage so that flooding can be avoided during rains. 17. At the time of consultation local people have laid emphasis over safety measures especially
for school going children, women and cattle and appropriate measures to control noise at schools and populated areas.
10.6 Institutional Mechanism & Grievance Redressal
NHAI has an Environmental and Social Development Unit (ESDU) at the corporate level. The ESDU at apex level has overall responsibility for policy guidance, coordination and planning, internal monitoring and overall reporting. The ESDU headed by General Manager (GM) (Environment), has one Deputy General Manager (DGM) (Environment) and one R&R Manager. An Independent Monitoring and Evaluation Agency would be appointed which will work in close association with ESDU/Project Implementation Unit (PIU). One Project Implementation Unit (PIU), headed by one Project Director (GM/DGM Level officer) would be set up. Resettlement and Rehabilitation officers (Technical Manager), responsible for project road will support the Project Director. Independent Monitoring and Evaluation Consultants will also be hired and engaged to monitor and evaluate the implementation of RAP independently.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan
Scott Wilson 10 - 5 October 2010
The RAP for project recommends all efforts shall be made to settle grievances of the PAPs as amicably as possible. Out of court settlement shall be preferred since that expedites dispute settlement on one hand & help timely project implementation on the other. Grievance Redressal Committees will be set up at district level to resolve the concerns of the PAPs. Thorough investigations shall be done so that PAPs are satisfied.
The NHAI will establish an R&R Cell under the Project Implementation Unit (PIU). The Project Director will head the R&R Cell (PIU), who will be supported by Resettlement and Rehabilitation officer. The PIU-R&R Cell will be assisted by committees at district level in resolving issues of disputes & in implementing the Resettlement Plan.
10.7 RAP Implementation Budget
The cost estimates for land and structures are based on data collected during the survey. The compensation amount for the acquisition of land and structures will be determined by the Competent Authority appointed under the National Highways Act (Amendment) 1997 and national policy of “Resettlement and Rehabilitation for Project Affected Families” through the Ministry of Rural Development (Department of Land Resources). Over and above, the PAF will be entitled for R&R assistance as per the entitlement framework given in para 6.17 (for Acquisition of Long Stretches of Land) of the National Policy on Resettlement & Rehabilitation for Project Affected Families.
The budget is indicative of outlays for the different expenditure categories and is calculated at the 2010 price index. These costs will be updated and adjusted to the inflation rate as the project continues and in respect of more specific information such as extra number of PAFs during the implementation, unit cost will be updated if the findings of the district level committee on market value assessment justify it.
The total budget of resettlement plan for 4 laning of Meerut - Bulandshahar Section of NH-235 as per The National Highways Act (Amendment) 1997 and National Resettlement & Rehabilitation Policy for Project Affected Families is calculated based on the above heads. The total cost of resettlement of project affected person for project road is presented below.
Type of Compensation Total Value (in Rs.) Land Acquisition Cost 650,000,000 Cost for Structures (Residential, Commercial & Religious) 28,700,000 Ex-gratia 28,320,000 Total 707,020,000
Say Rs. 70.70 Crores 10.8 Monitoring & Evaluation
Monitoring will be continuous through out the implementation of the RAP. The PIU will submit periodic monthly progress reports to the NHAI HQ. The monitoring will be carried on for a period of three years from the date of the implementation of the RAP. The project will be evaluated from time to time from both internal and external mechanism.
Chapter – 11 Cost Estimate
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut to Bulandshahr Section (NH-235) Cost Estimate
Scott Wilson 11 - 1 January 2011
11.0 COST ESTIMATE 11.1 General
“Site” The project highway aims at developing the existing two lanes to four lanes from Meerut to Bulandshahr in Km 7.469 (Design km 7.469) to Km 66.482 (Design Km 73.512) of NH-235 including maintenance of existing 2-lane of NH-91 (from end of the project road junction at km 66.482 to proposed junction of new Bulandshahr Bypass, approximate length is 2.0 km includes 140m long existing twin bridge on Upper Ganga Canal) in the State of Uttar Pradesh.
The cost estimate of the project have been prepared based on various items of works required for the rehabilitation and upgrading of the existing 2-lane Meerut (at Km 7.469) to Bulandshahr (at km 66.482) Section of NH-235 in the state of Uttar Pradesh to 4-lane configuration (Project length = 66.043 km with 1.228 km of existing slip road and including 3.522 km existing Hapur Bypass of NH-24) and priced at Schedule of Rates (SOR), Lok Nirman Vibhag, Bulandshahr & Ghaziabad, Govt. of Uttar Pradesh, effect from 25th June 2009. However, escalation has been considered for updating the cost at level of year 2010-11. The items not included in the SOR have been taken from prevailing market rates. The cost estimate has been done with the consideration that the full proposed length of the road will be constructed under one package.
11.2 Rate Analysis
The rate analysis has been prepared based on the Standard Data Book for Analysis of Rates 1st Revision published by IRC. Analysis of rates for items not given in the Standard Data Book has been carried out based on Consultant’s experience of similar nature of projects. The following considerations have been made with regard to the basic inputs of rate analysis: Materials Labour Machineries
11.2.1 Material
The sources of material are as follows: Bitumen : Mathura, Uttar Pradesh Emulsion : Panipat, Haryana Steel : Ghazibad, Local Market Cement : Ghazibad, Local Market Borrow Soil : Borrow areas along the project road Aggregates : Raipur, Saharanpur, UP GSB (RBM) : Maidhuwla, Bijnor, Uttar Pradesh Course Sand : Raipur, Saharanpur, Uttar Pradesh Fine Sand : from Ganga River Fly ash : Dadri, Uttar Pradesh One Hot Mix Plant has been proposed to be erected at mid of the project road during construction. An Avg. lead of 14.5 km has been assumed form the HMP. The lead considerations for the different materials are as follows: Bitumen : 177 km to the Hot Mix Plant
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut to Bulandshahr Section (NH-235) Cost Estimate
Scott Wilson 11 - 2 January 2011
Emulsion : 175 km to the Hot Mix Plant Steel : 40 km from market to site Cement : 40 km from market to site Borrow Soil : 5 km from the site Aggregates : 196 km to the HMP GSB (RBM) : 137 km to the HMP Coarse Sand : 196 km to the HMP Fine Sand : 40 km to HMP Fly ash : 55 km from HMP
11.2.2 Labour Labour rates for rate analysis have been based on Schedule of Rates (SOR), Lok Nirman Vibhag, Bulandshahr & Ghaziabad, Govt. of Uttar Pradesh.
11.2.3 Machineries
The rates of machineries have been taken from Standard Data Book for Analysis of Rates 1st Revision published by IRC in year 2001-02 with 39% Escalation.
11.3 Estimation of Quantities and Cost
The quantities of major items of works have been worked based on inventory, condition surveys, and other pavement investigations data. The pavement quantities have been worked based on the geometrics and cross sections, pavement design done based on traffic and laboratory investigations.
Site Clearance: The area considered for Site Clearance is the area within the proposed Right of Way minus the existing carriageway area and dismantling of crust of existing carriageway.
Earth Works: This item provides for roadway excavation, earthwork in embankment, subgrade and shoulders, medians, islands including disposal of surplus earth and unsuitable material. The earthwork quantities are based on our site surveys. The new construction will be having an embankment height of approximate average 1.1 m throughout the project road except at ROB & VUP location. Sub-grade having a CBR > 7 % will be taken from borrows area.
Sub-base, Base, Surface Courses: This item provides for the items of GSB and WMM for the main road.
Bituminous Works: For flexible pavement, the subhead for bituminous works provides for all items of bituminous courses and surfacing.
Rigid Pavement Works: For Rigid pavement, the subhead for Rigid Pavement works provides for all items of PQC, DLC including Dowel bars etc. in Toll Plaza Location.
Culverts: The estimation of quantities for culverts was based on site inventory and condition survey.
Bridges and structures: The cost for all the structures has been worked out based on Rate per square meter basis.
Junctions Improvement: This item includes quantities of kerbs, railings, median etc. at the location of junctions. Other items of road works have been included under the respective items of works. The cost for junctions includes the cost for at grade junctions, which need improvement
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut to Bulandshahr Section (NH-235) Cost Estimate
Scott Wilson 11 - 3 January 2011
along the highway.
Traffic Signs and Markings: Proper traffic signs were selected at required locations along the project corridor and special signs at tollgates were designed. It is reviewed considering the traffic and pedestrian safety and the number of traffic signs shall be minimum and modified if required. Centre line and edge markings required from safety point of view were considered in the quantity estimate.
Drainage and Protection works: Provision under this sub-head has been made for surface, subsurface roadside drains and open Transverse drains on the median. This item covers for unlined, open lined and covered drains. Project Facilities: provision under this sub head has been made for Truck lay-bye & Bus bays with Bus Shelters based on Manual of Standards & Specifications of two laning, IRC:SP:84-2009. Repair & Maintenance work: The provision under this sub-head has been made Traffic management and safety during construction operations period and Carrying out routine maintenance along the right of way based on present condition surveys and other pavement investigations data. Miscellaneous Items: Lump sum amounts for cross utility ducts and Planting of trees by the road side (Avenue trees) has been provided and drainage chutes in cement concrete & stone pitching at outfalls/escapes for drainage in high embankment location.
Other Charges: Other charges include Centages for the civil works are taken as follow:
Contingency = 3% Independent Engineer Charges = 1%
11.4 Preliminary Project Cost
The project cost has been worked out for option of flexible pavement and presented in Table 11.1(Abstract Project Cost).
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report in the state of U.P.: Meerut to Bulandshahr Section (NH-235) Cost Estimate
Scott Wilson 11 - 4 January 2011
Table 11.1: Abstract Project Cost
Sl. No. Description Amount in Rs. Amount in
Crores
A Civil Works 62.521 62.521
1 Site Clearance & Dismantling 11,642,094 1.16
2 Earth work 574,000,636 57.40
3 Base & Sub-base courses 920,928,178 92.09
4 Bituminous works 1,275,628,236 127.56
5 Culverts 74,590,384 7.46
6 Structures i.e. Bridges, ROB, VUPs and PUP 628,312,441 62.83
7 Drainage & Protection works 72,170,621 7.22
8 Traffic Signs and Road Appurtenances 113,814,738 11.38
9 Truck lay-bye & Bus bay with shelters 22,183,406 2.22
10 Toll Plaza & Junctions 165,178,653 16.52
11 Repair & Maintenance work 44,176,442 4.42
12 Miscellaneous items 76,110,480 7.61
Total Civil Works (based on SOR 2009-10) 3,978,736,311 397.87
Updated cost of civil works at level 2010-11 with
5% escalation 4,177,673,126 417.77
Per km Civil works cost 66,820,318 6.68
14 Contingencies @ 3% on civil work 125,330,194 12.53
15 Charges for Independent Engineer @ 1% of (14+15) 43,030,033 4.30
Total Cost 4,346,033,353 434.60