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

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

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