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)
NATIONAL HIGHWAYS AUTHORITY OF INDIA
Prepared For:
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
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
CHAPTER
NO. TITLE PAGE NO.
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
CHAPTER
NO. TITLE PAGE NO.
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
CHAPTER
NO. TITLE PAGE NO.
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
CHAPTER
NO. TITLE PAGE NO.
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
CHAPTER
NO. TITLE PAGE NO.
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
CHAPTER
NO. TITLE PAGE NO.
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
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
TABLE NO. TITLE PAGE 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
TABLE NO. TITLE PAGE 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
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
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 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
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-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
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
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
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 project
3522 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
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
CBR of Subgrade (%) 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.
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 DBM 39+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
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
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
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
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 Span L Carriagewa y 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 2x12.0 PSC/RCC
T-beam New
6 - 56+788 Minor Bridge 1 x 20.0 (SK) 11.0 2x12.0 PSC/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
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
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
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
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
Chapter – 1
Overview of NHAI
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:
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:
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
Chapter – 2
Project Road Descriptions
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
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.
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
Culvert
Pipe Culvert (Total) 43
Pipe Dia < 0.9 m 24
Pipe Dia ≥ 0.9 m 19
Arch Culvert (Brick) 4
Slab Culvert 20
