Agra Lko Expressway Feasibility Report

UTTAR PRADESH EXPRESSWAYS INDUSTRIAL DEVELOPMENT AUTHORITY Government of Uttar Pradesh

DEVELOPMENT OF AGRA TO LUCKNOW ACCESS CONTROLLED EXPRESSWAY (GREEN FIELD) PROJECT IN THE STATE OF UTTAR PRADESH ON DESIGN, BUILD, FINANCE, OPERATE AND TRANSFER ("DBFOT") BASIS.

INTERNATIONAL COMPETITIVE BIDDING (ICB)

REQUEST FOR PROPOSAL (RFP)

VOLUME - IV FEASIBILITY REPORT

C-13, 2nd Floor, Paryatan Bhawan, Vipin Khand, Gomti Nagar, Lucknow – 226010 September 2013

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CONTENTS Chapter – 1 ........................................................................................................................................... 2 1.1 PROJECT BACKGROUND ............................................................................................................ 2 1.2 SCOPE OF SERVICES ................................................................................................................... 3 1.3 PROJECT DESCRIPTION .............................................................................................................. 3 1.4 KEY TRAFFIC STUDY FINDINGS ................................................................................................... 4 1.4.1 Traffic Forecast ......................................................................................................................... 5 1.5 KEY ENGINEERING SURVEY FINDINGS ........................................................................................ 5 1.6 DESIGN PROPOSALS .................................................................................................................. 5 1.6.1 Preliminary design .................................................................................................................... 6 1.6.2 Service Roads............................................................................................................................ 6 1.6.3 Pavement Design ...................................................................................................................... 6 1.6.4 Toll Plaza .................................................................................................................................. 7 1.6.5 Proposal for Structures.............................................................................................................. 7 1.7 INITIAL ENVIRONMENTAL IMPACT ASSESSMENT........................................................................ 8 1.8 SOCIAL ASSESSMENT ................................................................................................................. 8 1.9 COST ESTIMATION .................................................................................................................... 8 1.10 FINANCIAL EVALUATION ........................................................................................................... 9 1.11 CONCLUSION ............................................................................................................................ 9

LIST OF TABLES Table 1.1: Table 1.2: Table 1.3: Table 1.4: Table 1.5: Table 1.6: Table 1.7:

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

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Chapter – 1 Executive Summary 1.1

PROJECT BACKGROUND Good transportation systems are lifeline to the area they serve. Roads bring about allround development in the region. A good road network helps in the success of all development activities, be it in the sphere of movement of people and goods, agriculture, commerce, education, health, and social welfare, or even maintenance of law and order and security. To keep pace with the forth coming economic development within the State the Uttar Pradesh Expressways Industrial Development Authority (UPEIDA) has been entrusted to develop the access controlled Agra Lucknow Expressway on Public Private Partnership mode (PPP) by the Government of Uttar Pradesh (GoUP). The Agra-Lucknow Expressway Project will extend the connectivity of the State Capital with National capital with High Speed Corridor. The proposed expressway starts on the Agra Ring Road near village Madra and ends on SH-40 (Lucknow – Mohan- Hasanganj – Rasulabad road) outskirts of Lucknow. The project also includes the following two link roads: 1. Agra Link Road providing connectivity to proposed Agra Ring Road being undertaken by Agra development Authority. The proposed Agra Ring Road is being built on priority basis by Agra Development Authority and would provide linkage to end point of Yamuna Expressway and NH-2. In case the proposed development of ring road does not materialize then in order to provide connectivity with Yamuna Expressway additional 7 kilometers of link road needs to be build by the concessionaire which will be a change in scope. The length of this link is approximately 1.5 km with Trumpet Interchange on the Agra Ring Road. The crosssectional elements of this link would be exactly same as that of the proposed Expressway. 2. Firozabad Link Road: the present single lane road will be widened to two lanes with paved shoulder; the existing bridge on Yamuna is already a 2 lane bridge. The length of this link is 15km. 3. Kanauj Link Road: the state highway has been converted to national highway (NH-91A) and hence only paved shoulder will be added as improvement. The length of this link road is 8 Km. 4. Lucknow Link Road: as there is no timeline set by the Lucknow Development Authority to develop the outer ring road for Lucknow, this link road is required to provide connectivity of the expressway form Lucknow city. The end point meets at SH-40 (Lucknow – Mohan - Hasanganj – Rasulabad road) near Khushalganj. The length of this link road is 9.6Km and it utilizes the irrigation land available on the right bank of Sharda Canal (Lucknow branch). The cross-sectional elements of this link would be exactly same as that of the proposed Expressway, as there is limited ROW available along the canal service roads on either side would not be provided. It has been proposed that as and when Lucknow Outer Ring Road is constructed, concessionaire of the Expressway will provide suitable interchange which will be a change in scope. As the cross sectional elements for the Agra and Lucknow link roads are same hence both these links have been included in the length of Expressway. 2

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Feasibility Report Project Description

In view of above the total length of the Expressway from proposed Agra Link Road (Start point)to end point at Lucknow on SH 40 is 301 Km The Consultants have undertaken feasibility studies for the project which includes costing to assess technical, financial & economic viability, and social assessment studies, their analysis etc. As a part of the study to establish the viability, a Feasibility Report has been prepared after carrying out Engineering Surveys and appropriate assessment of a preliminary design considering the engineering conditions, the present traffic and its growth, the environmental impact assessment as well as the social aspects along with cost assessment. This report among other aspects covers the details on finalization of alignment, grade separator interchanges and structures along the proposed Expressway & Link roads, digitization of the Khasra maps of ROW and marking of alignment on digitized maps, identification of Tourist spots, eco-friendly structures, water bodies etc. along the expressway. 1.2

SCOPE OF SERVICES As per the Terms of Reference (TOR), the project study consists of preparation of the following: Stage 1 - Inception Report Stage 2 - Feasibility Report
Sets of Drawings
Investigation Reports
Preliminary Designs
Preliminary Costing
Financial Analysis The Feasibility study will include the following:
Project proposals
Traffic survey, analysis and Report
Utility Relocation Plans
Land Plan Schedules Stage 2(a) - Environment and Social Impact Assessment Reports and getting Forest/Wildlife Clearance.

1.3

PROJECT DESCRIPTION The Uttar Pradesh Expressway and Industrial Development Authority (UPEIDA) is acting as Nodal Agency for development of said access controlled Agra Lucknow Expressway along with 2 link roads on Public Private Partnership mode (PPP) to keep pace with the forthcoming economic development within the project influence area. UPEIDA is committed for the development of this project and has appointed the Consultants to expedite the Technical Feasibility Study, Financial Viability Study, and Entire Bid Process Management etc. conforming to PPP Guide Lines & other State Government Rules and Regulations. The proposed expressway starts on the Agra Ring Road near village Madra and traverses on the southern side of River Yamuna, running parallel to Fatehabad Road (SH-62). The alignment then crosses river Yamuna near Fatehabad and South of Shikohabad. Thereafter, the alignment runs towards the south-east direction passing near Karhal and maintaining minimum distance of 10 km from Samaan Wild Life Sanctuary. The alignment crosses River Ganga near Makanpur and traverses parallel to SH-40 and north of 3

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Bangarmau, and thereafter move along southern side of Sarda Canal. As there is no timelines for completion of the proposed Lucknow Ring Road a link road connecting the end point of the expressway (approximately 5.0 km south of village Kakori) to the City has been proposed which will utilize the available irrigation land and would terminate on SH-40 at Lucknow hence providing a link to Amausi Airport and NH-25. The ROW along the expressway has been proposed as 110m; for the link road an existing ROW of 18-36m (60-110 feet) is available. The proposed expressway has been designed to be six lanes expandable to eight lanes as and when required from traffic consideration, towards the 13.5 wide median. The proposed structures are designed for eight lanes configuration to cater for future widening. Based on analysis (cost comparison, financial viability etc.) it was concluded that best alternative is to have proposed six lane expressway expandable to eight lanes with service road on intermittent basis. 1.4

KEY TRAFFIC STUDY FINDINGS Various traffic surveys and analysis have been carried out for addressing the objectives of the project stretch. The surveys conducted include 7 days traffic volume count at 4 locations, 3 days traffic volume count at 5 locations and 1 day origin – destination and commodity movement survey at 7 locations etc. The study aims at obtaining the existing traffic and travel characteristics on the project corridor and forecasting for project horizon year considering various constituent streams and for various scenarios. The results of analysis will form inputs for designing the pavement, carrying out financial analysis, decisions regarding grade separators, pedestrian facilities, and wayside amenities along with design of intersections along the project road. As Agra Lucknow expressway is new alignment so the survey locations have been selected at the connecting highway to the project road. The project road is connecting to NH-2, NH-91, MDR, SH-62, SH-25, SH-21, SH-40 and NH-24. Based on the traffic study, the potentially divertible traffic from the neighboring highways has been worked out on the project road. The project road has been divided into 8 homogenous sections based on traffic flow. The average daily traffic (ADT) has been converted to average annual daily traffic (AADT) using seasonal factors. The AADT is the input for various analyses like traffic forecast, economic and financial analysis, capacity augmentation, pavement design, etc. The following table provides the AADT in base year 2012-13 at 8 homogeneous sections. Table 1.1: Summary of AADT (2012-2013) S. No.

Section

AADT in Nos.

AADT in PCUs

1

Section 1 (km 0.000 to km 24.000)

10228

24504

2

Section 2 (km 24.000 to km 72.000)

9726

23849

3

Section 3 (km 72.000 to km 87.000)

9080

22591

4

Section 4 (km 87.000 to km 109.000)

9365

23423

5

Section 5 (km 109.000 to km 165.000)

11532

27419

6 7 8

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

11027 9095

26570 22724

10949

25381 4

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1.4.1

Project Description

Traffic Forecast

Traffic demand plays the most important factor in deciding the type of facility (infrastructure) to be provided. This in turn determines likely benefits and costs to develop the same. A highway project of this nature calls for significant investment. Prediction of traffic demand becomes an important task and has to be carried out accurately. For the design of pavement and to plan for the future maintenance programme and for economic & financial evaluation, it is necessary to have realistic estimate of the size of traffic in the design period of 30 years. Traffic forecasting is made by determining the past trend of traffic flow along the corridor and by use of economic models developed to co-relate past vehicle registration data and economic indices such as per capital income (PCI), net state domestic product (NSDP) and gross domestic product (GDP). By using the elasticity values obtained from the economic models and the likely rate of growth of indicators, the mode wise growth rates are obtained. By applying this growth rates, future traffic volume is estimated. Table 1.2: Traffic Estimated for Future Years S. No.

Section

2013

2018

2023

2028

2033

1

Section 1

24504

40628

59304

76110

98077

2

Section 2

23849

39086

56703

72884

94022

3

Section 3

22591

38690

57427

73162

93683

4

Section 4

23423

40866

61216

77784

99317

5

Section 5

27419

46866

69506

88724

113789

6

Section 6

26570

46327

69379

88230

112797

7

Section 7

22724

40550

61437

77817

99048

8 Section 8 25381 45022 68027 86433 110360 The project road facilities have been designed for level of service ‘B’ for the concession period of 30 years. For more details please refer to the Chapter 5 (Traffic Survey and Analysis). 1.5

KEY ENGINEERING SURVEY FINDINGS The detailed reconnaissance survey has been carried out to identify and plan various surveys and investigations. Topographic survey has been carried out using differential global positioning system (DGPS), total station and auto level as per standards prescribed. Please refer clause 3.6.4 of this report for more details. The material investigations have been carried out and various quarries / borrow areas have been identified and tested. The soaked CBR values of from borrow areas varies from 7.0% to 10%. For pavement design purposes we have adopted 10% CBR. A detailed Geo-Technical investigation works have been carried out to know about the subsurface features and soil profiles and relevant soil and rock properties in order to design the founding structures for the proposed structures along the expressway. Pavement design has been carried out and pavement composition based design life, projected traffic, VDF, MSA and CBR values has been determined.

1.6

DESIGN PROPOSALS

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1.6.1

Preliminary design



Geometric design The horizontal and vertical design has been carried out for the project as per the Guidelines for Expressway by Ministry of Road Transport and Highways (MOSRT&H) and also latest IRC: 38 and IRC SP: 23 for a suitable Design speed as suggested in inception report. The detailed improvement schemes are finalized based on the Guidelines for Expressway and latest IRC: SP41, MOSRT&H Type Design Manual for Intersections on National Highways and Manual for Safety in Road Design.



Alignment proposal After carrying out field investigations and reconnaissance survey of existing / proposed alignment, the consultants have arrived at alignment proposals. As the cross-sectional elements are same for Agra and Lucknow link roads and also they provide connectivity from start to end; their lengths have been included in the expressway. Hence the total length of the expressway is 301 Km and the total length of two link roads are 23.0 Km.



Typical Cross Section Based on the traffic considerations, geometric standards and existing site conditions, the typical cross sectional elements are framed for project expressway and link road.

1.6.2

Service Roads

Two lane service roads of 7.0 m width on intermediate basis has been proposed throughout the length of the proposed expressway.

1.6.3

Pavement Design

Flexible pavement has been adopted for new carriageways throughout the project length except at toll plaza locations. In the toll plaza area, rigid pavement has been adopted. 

New Flexible Pavement Design

The pavement design basically aims at determining the total thickness of the pavement structure as well as thickness of individual structural components. The following assumptions are considered for the preliminary pavement design. The basic assumptions considered while designing are as follows: Design Life for bituminous layers has been assumed as 10 years after construction. For non-bituminous layers design life has been assumed as 30 years .Sub grade CBR (for design) has been taken as 10%.  Design life for Cement Concrete pavement has been assumed as 30Years  

The project road has been divided into eight traffic homogeneous sections, design for which are furnished below: Table 1.3: Summary of MSA adopted Homogeneous Section

Design Life 10 Yrs MSA Obtained

MSA Adopted 6

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Start to end of Expressway

29.80

30.00

Firozabad Link Road

8.5

10

Kanauji Link Road

9.5

10

Table 1.4: Flexible Pavement Composition for New Construction New Crust Composition (mm) Section



BC

DBM

WMM

GSB

Total Thickness

Start to end of Expressway

40

95

250

200

585

Firozabad Link Road

40

50

250

200

540

Kanauji Link Road

40

50

250

200

540

Service Roads

Service roads have been designed for 10 MSA for 10% CBR. The crust composition of service roads is given in Table below. Table 1.5: Flexible Pavement for Service Roads Pavement Layer

Thickness (mm)

Bituminous Concrete

40

Dense Graded Bituminous Macadam (DBM)

50

Wet Mix Macadam (WMM)

250

Granular Sub-Base (GSB)

200

Total

540



Toll Plaza

Rigid Pavement has been proposed at the toll plaza locations. 30 years design life has been assumed for finding out the pavement composition at toll plaza locations. The proposed composition of rigid pavement is given in Table below: Table 1.6: Pavement Composition for Rigid Pavement

1.6.4

GSB (mm)

DLC (mm)

PQC (mm)

150 Toll Plaza

150

300

Two toll plazas are proposed along the project road, with additional right-of-way, service lanes, toll booths, lighting, weigh-in-motion Weigh Bridge, automatic, semi automatic and manual toll booths, separate lanes for wide bodied vehicles etc. The two toll plazas are provided at start and end of the expressway at Ch. 19+000 and at Ch. 269+900. 1.6.5 Proposal for Structures There are 10 major bridges, 49 minor bridges, 1 overpass, and 9 flyovers, 3 ROB, 1 ROB cum major bridge, 52 VUP and 138 PUPs along the project corridor. The detailed summary of proposed Major Bridge, ROBs and flyover are mentioned in chapter-4.

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1.7

Project Description

INITIAL ENVIRONMENTAL IMPACT ASSESSMENT The Environmental Impact Assessment (EIA) is aimed at determining the environmental impacts due to the construction and operation of the project road. The major environmental disciplines in the EIA study include topography and land use, soil and agriculture, geology and seismicity, water quality, climate and meteorology, air quality, noise level, terrestrial and aquatic ecology. Project specific environmental management plan is being prepared for ensuring the implementation of the proposed measures during construction phase of the project. The UPEIDA has certain organizational and institutional capacity for satisfactory implementation of the EMP.

1.8

SOCIAL ASSESSMENT The main objective of conducting social screening is to provide inputs of social concerns to be detailed in project design and to avoid or minimize the adverse social impacts with the best possible engineering solutions at minimum cost in close coordination between engineering, environmental and social experts during the entire design process. The social screening exercise is intended to assess the negative impacts (direct, indirect or cumulative) and to suggest mitigating measures to avoid or at least minimize the adverse impacts on nearby communities and natural environment, peoples and properties falling on the direct path of road development, people indirectly affected by the way of disruption of livelihood, breakage in community linkages, impacts arising from land acquisition and resettlement, on indigenous people (SC, ST etc.) and on human safety etc.

1.9

COST ESTIMATION The cost estimation for the project is extremely important as the viability and implementation of a project depends on the project cost. Therefore, cost estimates have been carried out with due care. Estimation of preliminary cost, a primary pre-requisite for economic and financial evaluation, has been carried out for construction of new bridges, cross drainage structures, longitudinal drains, junction improvements, road furniture, bus bays, truck bays, way side amenities, toll plazas, etc. and is presented in Table below. For major bridges over river Yamuna and Ganga provisions for river training work including guide bunds have been taken based on previous experience on these types of bridges. However Concessionaire is required to carry out Hydraulic Model study to finalise Length and shape of Guide Bunds and other river training works. Table 1.7: Project Cost SUMMARY OF COST

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

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

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

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9 10 11

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

12

Link Road (Structure Cost)

13

15 16

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

17

Bill No. 11 : Enviormental Plan

18

Bill No. 12 : Miscellaneous Works

14

1.10

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

77,235,410,809

TPC (25% of Civil Cost)

96,544,263,511

FINANCIAL EVALUATION To assess whether the project is a viable / profitable proposition, the return to concessionaire / investors is measured in terms of the equity IRR, which is estimated on discounted cash flow technique. The returns expected by investors are function of the value of equity issued on the Indian stock markets, interest rates on commercial loans, the risk profile of the investment and alternative investment opportunities. The target equity IRR, for the project to be done on commercial format / PPP basis, have been taken as 16 percent. It is concluded that the project is viable on DBFOT (Toll) basis for a concession period of 30 years.

1.11

CONCLUSION In order to explore the possibility of financing the project road on DBFOT basis, financial feasibility analysis has been carried out and is based on traffic study and toll analysis to ascertain the existence of sustainable project returns. From the commercial analysis carried out for various alternatives of project facility (Six lanes expandable to eight lanes for a total length of 301 Km and 23.0 Km of 2 lanes with paved shoulder for two link roads) it was found that the project is commercially viable under DBFOT basis.

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CONTENTS Chapter – 2 ........................................................................................................................................... 2 2.1 INTRODUCTION......................................................................................................................... 2 2.2 STRUCTURE OF FEASIBILITY REPORT .......................................................................................... 2 2.3 REVIEW OF CONCEPT REPORT ................................................................................................... 2 2.4 PROJECT AREA .......................................................................................................................... 3 2.4.1 Location define ......................................................................................................................... 3 2.4.2 Terrain and Land Use ................................................................................................................ 3 2.4.3 Alignment ................................................................................................................................. 4 2.4.4 Existing Road Width .................................................................................................................. 4 2.4.5 Major Intersections ................................................................................................................... 4 2.4.6 Right of Way ............................................................................................................................. 4 2.4.7 Bridges and Cross Drainage Structures ....................................................................................... 4 2.4.8 Utilities ..................................................................................................................................... 4 2.5 EXISTING PROJECT FACILITIES .................................................................................................... 5

LIST OF FIGURES Figure 2.1: Location Map of Project Road ................................................................................................ 3

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Chapter – 2 Project Description 2.1

INTRODUCTION The development of the High Speed Corridor between Agra and Lucknow by construction of Access Controlled Expressway Project will extend the connectivity of the State Capital with National capital as it would connect to Yamuna Expressway through the proposed Agra Ring Road being developed by ADA. In case the proposed development of ring road does not materialize then in order to provide connectivity with Yamuna Expressway additional 7.0 kilometers of link road needs to be build by the concessionaire which will be treated as a change in scope of work.

2.2

STRUCTURE OF FEASIBILITY REPORT The Report starts Chapter-1 Executive Summary and it gives the overall scenario of the Project stretch, followed by these chapters: Chapter 1: Chapter 2: Chapter 3: Chapter 4: Chapter 5: Chapter 6: Chapter 7: Chapter 8: Chapter 9:

2.3

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

REVIEW OF CONCEPT REPORT The total length of the Expressway and four link roads as given in the concept report are as under: The proposed Agra Ring Road is being built on priority basis by Agra Development Authority and would provide linkage to end point of Yamuna Expressway and NH-2. In case the proposed development of ring road does not materialize then in order to provide connectivity with Yamuna Expressway additional 7.0 kilometers of link road needs to be build by the concessionaire which will be a change in scope. The length of this link is approximately 1.5 km with Trumpet Interchange on the Agra Ring Road. The crosssectional elements of this link would be exactly same as that of the proposed Expressway. There is no timeline set by the Lucknow Development Authority to develop the outer ring road for Lucknow, this link road is required to provide connectivity of the expressway form Lucknow city. The end point meets at SH-40 (Lucknow – Mohan- Hasanganj – Rasulabad road) at Lucknow. The length of this link road is 9.6 Kms and it utilizes the irrigation land available on the right bank of Sharda Canal (Lucknow branch). The cross-sectional elements of this link would be exactly same as that of the proposed Expressway. It has been proposed that as and when Lucknow Outer Ring Road is constructed, concessionaire of the Expressway will provide suitable interchange which will be a change in scope. 2

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After studying the concept report completing the reconnaissance survey and detailed discussions with the Government Officials it was decided to include the above two link roads to the Expressway Length. The remaining two links will still be part of the project and will be developed to the standard of two lanes with paved shoulder. 2.4

PROJECT AREA 2.4.1

Location define

The Project expressway and link roads traverse in the state of Uttar Pradesh, with total length of 324.00Kms (Approx). The project stretch passes through Agra, Firozabad, Mainpuri, Etawah, Kanpur, Kannauj, Hardoi, Unnao and Lucknow districts. Index Map given in Figure 2.1 refers to the location of the Project stretch.

Figure 2.1: Location Map of Project Road 2.4.2

Terrain and Land Use

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

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districts along the project stretch are Agra, Firozabad, Etawah, Mainpuri, Kannauj, Kanpur, Hardoi, Unnao and Lucknow. 2.4.3

Alignment

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

Agra Ring Road ODR-Firozabad to Fatehabad NH-2 SH-83(Etawah –Manpuri) SH-29 (Kariban-Simra) NH-92(Kusmara-Etawah) NH-91A (Sikari-Urmada) NH-91 (Kannauj-Kanpur) SH-38 (Ganj Muradabad-Bangermau) MDR (Sandila to Bangermau) NH-25A 2.4.6

Right of Way

The ROW has been taken as 110m for the proposed expressway; 18m (60 feet) Firozabad Link road and 36m (110 feet) for Kanauj Link road. 2.4.7 Bridges and Cross Drainage Structures There are 10 major bridges, 49 minor bridges, 1 overpass, and 9 flyovers, 3 ROB, 1 ROB cum major bridge, 52 VUP and 138 PUPs have been proposed along the project corridor. In addition to above, Firozabad Link road has 1 major bridge, 29 culverts and Kannauj Link road has 1 major bridge, 3 minor bridge and 38 culverts. The detailed list of structures is given in chapter 4. 2.4.8

Utilities

As the proposed expressway alignment traverses through agricultural land chances of having underground utilities for most of the stretch is remote. There are a few existing electrical poles along the Green field section which would require relocation. 4

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There are several utility lines like electric, telephones lines, gas pipe line, OFC lines and irrigation canals which are running parallel to the project link roads and cross at many locations and may require relocation especially on the Firozabad and Kannauj Link road. 2.5

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

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Methodology and Design Standards

CONTENTS Chapter – 3 ........................................................................................................................................... 3 3.1 GENERAL ................................................................................................................................... 3 3.2 DESIGN BASIS ............................................................................................................................ 3 3.3 COLLECTIONS AND REVIEW OF EARLIER REPORT ........................................................................ 3 3.4 SOCIO-ECONOMIC PROFILE........................................................................................................ 4 3.5 Traffic Survey, Analysis and Projection ....................................................................................... 4 3.6 ENGINEERING SURVEYS AND INVESTIGATIONS .......................................................................... 5 3.6.1 Reconnaissance Survey of the Project Road ............................................................................... 5 3.6.2 Road Inventory and Pavement Condition for Link Roads............................................................. 5 3.6.2.1 Road Inventory Survey .............................................................................................................. 5 3.6.2.2 Pavement Condition Survey....................................................................................................... 6 3.6.3 Inventory and Condition Survey of Bridges and Structures.......................................................... 7 3.6.4 Topographic Surveys ................................................................................................................. 9 3.6.4.1 Pillar Construction ..................................................................................................................... 9 3.6.4.2 Total Station Traverse ............................................................................................................... 9 3.6.4.3 Bench mark ............................................................................................................................. 10 3.6.4.4 Detailed Survey ....................................................................................................................... 10 3.6.4.5 Data Processing ....................................................................................................................... 10 3.6.4.6 Material Investigations ............................................................................................................ 11 3.6.4.7 Geotechnical Investigations ..................................................................................................... 12 3.6.4.8 Hydrological Investigations ...................................................................................................... 12 3.7 TRAFFIC DESIGN ...................................................................................................................... 12 3.7.1 General ................................................................................................................................... 12 3.7.1.1 Equivalency Factors ................................................................................................................. 12 3.7.1.2 Recommended Design Service Volume for Eight lane Expressway............................................. 16 3.8 ENGINEERING DESIGN ............................................................................................................. 16 3.8.1 Geometric Design of the Alignment ......................................................................................... 16 3.9 CROSS-FALL ............................................................................................................................. 22 3.10 ROADWAY WIDTH AT CROSS-DRAINAGE STRUCTURES ............................................................. 22 3.10.1 Hydrological Design ................................................................................................................. 24 3.10.2 Drainage and Protection Works ............................................................................................... 29 3.10.3 Structural Design ..................................................................................................................... 29 3.10.3.1 General ........................................................................................................................ 29 3.10.3.2 Cross-sectional Elements .............................................................................................. 29 3.10.3.3 Specification for Material .............................................................................................. 30 3.10.3.4 Loads and Forces to be considered in Design ................................................................. 30 3.11 ENVIRONMENTAL AND SOCIAL SCREENING .............................................................................. 33 3.11.1 Environmental Screening ......................................................................................................... 33 3.11.2 Secondary data collection ........................................................................................................ 33 3.11.3 Social Screening ...................................................................................................................... 34 3.11.3.1 Secondary data collection ............................................................................................. 34 3.11.4 Social Impact Screening ........................................................................................................... 34 3.12 SCHEMES FOR DEVELOPMENT AND ASSESSMENT .................................................................... 35 3.13 PRELIMINARY COST ESTIMATES ............................................................................................... 35 3.14 FINANCIAL VIABILITY ............................................................................................................... 36

LIST OF TABLES Table 3.1: Table 3.2:

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

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

Methodology and Design Standards

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

LIST OF FIGURES Figure 3.1:

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

2

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Chapter – 3 Methodology and Design Standards 3.1

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

3.2

DESIGN BASIS The broad methodology has been generally developed keeping standard practices / IRC guidelines, with certain additions and modifications as felt necessary and discussed with Uttar Pradesh Expressway and Industrial Development Authority (UPEIDA) during various review meetings.

3.3

COLLECTIONS AND REVIEW OF EARLIER REPORT The Consultants have collected and reviewed the relative study reports to have a better understanding of the project & also for getting some inputs as a part of the Services. The study reports thus considered for review are: 3

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1. Concept Report for Development of Agra – Lucknow Access Controlled Expressway (Green Field) Project. 2. Road development plan in the region by UPEIDA. 3. Master Plan reports within Project Influence Area especially for Agra and Lucknow districts. Any useful details relevant for the project available with the Client/ Other agencies have been collected. Other details are also collected and collated to form recommendations by considering the following inputs:












3.4

Quarry/Borrow Area details Soil Test results Geo-technical investigation reports Condition and Inventory survey of the existing bridges and culvert situated on upstream and downstream of the proposed alignment (only on proposed link roads) Topographic survey details / Bench mark details and other survey information Existing Utility Services/Utility Plans Traffic Studies Tree plantation records Hydrological and Hydraulic details Development Plans for major towns and areas along the project road Availability of construction materials and unit rates for work items Recent acquisition rates for different types of land/immovable properties Right of Way Details from Revenue maps

SOCIO-ECONOMIC PROFILE Socio-economic profile of the influence area is prepared, after study of data on growth of population and density, human settlement pattern, land use, sub-profiles of agriculture and industries, economic base, trends in socio-economic indicators, development scenarios for various sectors, transport infrastructure and its uses such as use of waterways & rail transport etc. The relevant data is collected from the following sources: • • • • • •

3.5

State Statistical Abstracts State Year Books Census Publications – Districts and State Hand Books of Statistics of Districts in the area of influence Economic Surveys of the State constituting the zone of influence The Bureau of Economics & Statistics of Uttar Pradesh

Traffic Survey, Analysis and Projection Traffic surveys will include (only those surveys would be carried out which are required for correctly forecasting the traffic along the proposed road): Classified Traffic Volume Counts Origin - Destination and commodity Movement Surveys Standard procedures given in IRC Codes have been followed for carrying out Traffic Surveys. The data arrived from the Surveys has been analysed to determine ADT of surrounding roads of the proposed project road and Travel characteristics. Growth of traffic in project road influence area and also on the project road is regarded as the most important aspect since the whole project design and financial evaluation is based 4

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on this. To establish the realistic growth rates, road transport data, population growth rates and socio-economic parameters have been studied and analyzed. The growth rates for passenger vehicles have been worked out on the basis of annual growth rate of population and per capita income while the growth rates of freight vehicles have been based on the rate of growth in agricultural, industrial and tourism sectors and historical traffic data. These growth rates have been used to arrive at the traffic projections for the design period. After the development of project corridor to six/eight lane standard configuration, greater amount of traffic is expected to be diverted from the peripheral road network. Appropriate traffic diversion models have been used for assessment of diverted traffic to this road. Details on traffic data & projections have been discussed in Chapter 5 of this Report. 3.6

ENGINEERING SURVEYS AND INVESTIGATIONS 3.6.1

Reconnaissance Survey of the Project Road

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

Road Inventory and Pavement Condition for Link Roads

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

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Shoulder (Type / Condition) Median Width Service Roads(Type/Width) General Drainage Condition Embankment Height (m) Details of Cross Roads (Location / Road / C.W. Width) Curves (Horizontal / Vertical) Bus Stop Locations Retaining Structures Location of Water Bodies (Lakes & Reservoir etc.) Right of Way Culverts, Bridges And other Structures (Type, Size & Span Arrangement) Remarks Terrain - The entire terrain along the project link roads are in plain terrain. Land Use - The land use patterns along the project road are Built-up, Industrial, Barren and Agricultural in which predominant land use pattern is Agriculture. There is ribbon development along the majority of the road with small settlements observed at frequent intervals. The summary of observed land use along these two link roads are given in Table 3.1. Table 3.1: Summary of Land use along the Link Roads LHS Land Use Type

Length (Km)

RHS Length (%)

Land Use Type

Length (Km)

Length (%)

Fatehabad to Firozabad Link Road Agricultural

3.6

20.69

Agricultural

3.6

20.69

Built Up

14.4

82.76

Built Up

14.4

82.76

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

66.7

Kannauj Link Road 90.8

3.6.2.2 Pavement Condition Survey The survey on general pavement condition was primarily a visual exercise undertaken by means of slow drive-over survey, and supplemented with measurements where necessary. Visual assessment was carried out from a vehicle, with speed not exceeding 20 km/hr and stopping at various locations at suitable intervals and wherever necessary, due to variations in pavement conditions. At the points of stoppage, simple measurements using measuring tape and straight edge were carried out to quantify pavement deficiency on a representative basis. Aspects of pavement conditions assessed include surface defects, rut depth, cracking, potholes, patched areas, shoulder condition etc. An overall assessment of performance – serviceability of the road was also done to qualitatively rate the existing pavement and shoulder condition. The pavement condition has been recorded under the following sub-heads: •

•

Shoulder − Composition / Condition / material Loss − Riding Quality (Good / Fair / Poor / Very Poor) Pavement Condition (surface distress type & extent) 6

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• • •

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− Cracking (%) − Ravelling (%) − Potholes (%) − Patching (%) − Rut depth (mm) − Pavement edge Drop (mm) Embankment Condition (Good / Fair / Poor) Road Side Drain (Non Existing / Partially Functional / Functional) Drainage condition

The condition of the existing link road intersecting the project road has been visually inspected with a view to broadly classify the road conditions. Pavement condition survey carried out visually and the presence of various distresses viz. ravelling, potholes, cracks, ruts, up-heaving and depression etc. is noted along the existing link road. The yardstick considered for the pavement condition survey is given in Table 3.2. Table 3.2: Yardstick considered for the Pavement Condition Survey Sl. No.

Condition

1

Excellent Good

2 3 4 5

Cracking (%)

Patching (%)

Ravelling

(%) Nil

≤5

Nil

≤0.05

> 5 ≤ 10

≤ 0.5

≤1.0 >1.0

> 5 ≤10

> 0.5 ≤ 2.0

≤ 2.0 > 2.0

> 10 ≤ 20 >20 -

Pot holes

(%)

Fair

>0.05

Poor

≤0.10 >0.10

>20 ≤ 30

>2 ≤ 6.0

≤ 5.0 >5.0

Very poor

≤0.50 >0.50

>30

>6.0

≤10.0 >10.0

> 10 ≤ 20

Rut (mm) ≤5

The summary of pavement condition for Fatehabad to Firozabad link road is given in Table 3.3. And pavement condition of the Kannauj link road is in good condition. The detailed pavement condition survey data for Fatehabad to Firozabad link road is given as Annexure III. Table 3.3: Summary of Pavement Condition for Fatehabad to Firozabad Link Road Sr. No

Condition

1 2 3 4 5

Excellent Good Fair Poor Very poor

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

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

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

Raveling Km (%) 12.40 68.89 0.00 0.00 2.80 15.56 0.80 4.44 2.00 11.11

From the above summary it has been conclude that 75.83% of link road is in excellent condition, 2.50%of link road is in good condition, 6.94%of link road is in fair condition, 2.22% of link road is in poor condition and 12.50% of road is in very poor condition. 3.6.3

Inventory and Condition Survey of Bridges and Structures

7

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Data regarding inventory and condition survey of existing culverts and bridges has been collected and analyzed to assess the repair / improvement / reconstruction works as also the widening requirements. The inventory and condition surveys for existing structures in the project influence area have been carried out as per the parameters given in latest IRCSP: 35 “Guidelines for Inspection and Maintenance of Bridges”. Culverts a) b) c) d) e) f)

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

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

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

Bridges

The inventories and condition survey for bridges & culverts have been carried out as per the formats prescribed in latest IRC-SP: 19. The basic purpose is to assess the bridge conditions so as to decide the further study and remedial measures. Founding strata and foundation size can’t be decided by Bridge Inventory. This will help in determination of substructure type for the project structure at a preliminary stage. Inventory & condition of bridges, culverts and other structures will focus on the following items:









History of the structure with available HFL/LWL, type of structure, structural configurations and materials used in the construction; Geometric aspects, including bridge widths and whether the existing structure can be economically incorporated into the new road geometry; Condition of each element of the structure viz. foundation, sub-structure, Expansion joint, bearings, super-structure, railings, drainage spouts, river protection works, returns and wearing course; Approach road conditions; Waterway conditions; The capability of the structure to meet the proposed design standards for traffic loading; Repair needs or the requirement of reconstruction of one element or the complete structure based on the present distress level. Ease of maintenance and future maintenance costs;

Visual observations have been carried out during the condition survey will be mainly to identify degree of distresses. For any distress observed, the extent or the magnitude plays a vital role, and consequently the extent of the distress needs to be recorded as its evaluation is of paramount importance. The super-structures and the sub-structures has been inspected to identify cracks, exposed reinforcement, bulging and loose mortar in joints. The wing walls and the return walls has been inspected to identify any separation of these from the abutment. Any unusual differential settlement, which gives rise to cracks in 8

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the return or wing wall, has been investigated. After carrying out the detailed condition survey, an assessment about the distress level of the structure has been made. The site inspection for the adequacy of waterway has been concentrated on the collection of information of high flood level and marks of scouring at side and bed levels. 3.6.4

Topographic Surveys

Topographic survey has been carried out along the proposed & existing alignments to know the land use, topography, natural and manmade features present with the proposed ROW and to assess the existing geometric deficiencies. The survey has been carried out only after establishing horizontal and vertical control grids. Horizontal grid has been established through DGPS points and been erected at every 5 km interval. For vertical grid, bench mark has been erected at every 250m interval and connecting these to the nearest BM of Survey of India. Selection of primary Control Points and Observations is as detailed below:











These are located on the edge of the proposed right of way (ROW) at inter-visible locations at every 5 km. These are, as far as possible, on either side of 5 km stone so that it can be identified easily in the field and an arrow has been painted on the existing road indicating their location. They are recorded in separate field with their three dimensional locations. The stations selected are free from obstruction towards sky at an angle of 15° with horizontal plane. The horizontal control station is established on nail fixed in centre of RCC (M15) pillar of size 15 cm x 15 cm x 45 cm embedded in concrete M10 (5 cm all around) up to a depth of 30 cm and the balance 15 cm above the ground painted yellow. The Primary Control Stations are fixed using DGPS Trimble make instrument. The time of observations at Base Stations is observed for a minimum of 30 minutes and at Reference Stations for 20 minutes or longer if instrument signal is not indicating sufficient data received, to eliminate the possible projection and time errors in the signals received from various satellites being observed at respective locations in order to ensure high accuracy in the positioning of control stations within + 20 mm. Minimum of 6 satellites are available during observation to ensure high accuracy.

Secondary control stations are established at 2 km intervals using Total Station and through closed traverse distributed linearly running between two nearest Primary Control Stations ensuring accuracy in the order of 12√K in mm, where ‘K’ is the distance in kilometres between two primary control stations. Any errors within permissible limits are distributed in rational manner to establish the accurate and effective horizontal control grid. These are established on reference pillars having configuration similar to primary control station with an arrow painted on the surface of existing road indicating their location. 3.6.4.1 Pillar Construction Benchmark pillars at every 1000m along the route within the ROW have been constructed. All these pillars will have to be furnished with X, Y, Z co-ordinates. The pillars are of size 150 x 150 x 600mm long. The pillar is concreted and embedded in a manner that 150mm is remain above ground. A steel rod has been fixed in the centre for punching the point and finally these are to be painted yellow. 3.6.4.2 Total Station Traverse A closed traverse is run for a loop length of 5km. While traversing, station is established 200 to 250mts apart. The pillars constructed along the route are connected. These points 9

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are further used for detailed survey. The minimum accuracy of this survey is 1:10,000. 3.6.4.3 Bench mark These are located, as far as possible, along the proposed right of way (ROW) boundaries at an interval of 250 m with BM No. marked on it with red paint.





Bench Mark pillar is of size 15 cm x 15 cm x 45 cm cast in RCC M15 with a nail fixed in the centre of the top surface and embedded in concrete M10 (5cm all around) up to a depth of 30 cm. The balance 15 cm above the ground is painted yellow. An arrow indicating the location of the BM is painted on the road with the permanent yellow paint and recorded in separate field books with its three dimensional location.

The Bench Mark is established using high accuracy Digital Level and Bar coded staff by way of double run levelling in small circuits of 3 km length ensuring an accuracy in the order of 12√k mm, where ‘K’ is the distance in kilometres between two Bench Marks available in the project area, and error, if any, within permissible limits is distributed in rational manner to establish the accurate and effective vertical control grid. The topographic survey has been extending up to the proposed Right of Way (ROW). Wherever necessary, the survey corridor width is further increased to accommodate situations arising out of encroachments and any other contingencies. The survey areas at the locations of intersections cover up to a minimum of 500m on the either side of the centreline and have sufficient width to accommodate improvement measures. Necessary surveys are also carried out for determining the requirements of service roads for local traffic, where appropriate. 3.6.4.4 Detailed Survey Using the horizontal and vertical control points established accurate data in the digital format in terms of Northing (Y). Easting (X) and Elevation (Z) co-ordinates for all breaks in terrain such as ridges and ditches are collected perpendicular to the centre line at 50m intervals in tangent sections and 20-25m in curve sections using Total Stations. Cross sections are taken for the specified corridor width of 110m; however this corridor width is increased to 150m on the inside of sharp curves to account for minor adjustments. All natural and man-made features such as buildings, irrigation channels, drainage structures, temples, mosques, trees and utility installations etc. are captured during the survey. Spot level on the existing carriageway are captured at five points namely at centreline, mid points of both lanes of traffic movement and pavement edges at both ends to calculate the profile corrective courses more realistically. Trees with girth wise are captured with areas of plantation. Wherever there are groups of trees/plantations, they are picked with the areas of plantation. Boundaries of Agricultural Land area have been surveyed to demarcate the cultivation land limit. Where existing major roads cross the alignment, the survey has been extended to a maximum of 500m on either side of the road centreline to allow improvements including grade separated intersections to be designed. Apart from this, the survey has covered a maximum of 1000m and 500m on either side of centreline in cases of major and minor bridges respectively. 3.6.4.5 Data Processing The field survey data are processed in the office to provide a digital output file for the design engineers. The data is structured so that the existing vertical profile along the 10

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proposed alignment can be produced automatically. The format of the resulting data readily promotes the calculations of earthworks and other quantities required for the evaluation of cost estimates. Roadway plans have been produced from the survey data, which identify the available Right of Way (ROW) along the existing road corridors. In addition, the plans identify all existing utilities /installations within the corridor/ROW that require re-location by the new road design. Action Plans for covering the relocation of these obstructing installations and public utilities are to be prepared on a km to km basis. 3.6.4.6 Material Investigations The Material Investigation for road construction has been carried out to identify the potential sources of construction materials and to assess their general availability, mechanical properties and quantities. This is one of the most important factors for stable, economic and successful implementation of the road program within the stipulated time for improvement work as well as for new carriageway / bypass the list of materials includes the following: a) Granular material for lower sub-base works. b) Crushed stone aggregates for upper sub-base, base, surfacing and cement concrete works. c) Sand for filter material and cement, concrete works, sub-base and filling material. d) Borrow material for embankment, sub-grade and filling. e) Manufactured material like cement, steel, bitumen, geo-textiles etc. for other related works. The Information on material sources has been carried out with the following basic objectives:







Source location, indicating places, kilometerage, availability and the status whether in operation or new source. Access to source, indicating the direction and nature of the access road i.e. left / right of project road, approximate lead distance from the gravity centre and type of access road. Ownership of land / quarries, either government or private. Probable uses indicating the likely use of materials at various stages of construction work i.e. fill materials, sub-grade, sub-base, base and wearing course and cross drainage structures.

During the process of investigation, due consideration has been given to the locally available materials for reducing the cost of construction. The samples have been collected as described below: •

•

From quarry sites for aggregate characteristics like, aggregate impact value, gradation, soundness, flakiness index and elongation, stripping value and water absorption etc. From random pits (farmland) along the proposed alignment for availability of suitable embankment and sub grade material, and identification of the borrow areas and tested in line with relevant IRC code. The summary of laboratory test results is given as Annexure VIII. 11

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3.6.4.7 Geotechnical Investigations Sufficient information about the arrangement & behavior of the underlying materials and their physical properties for adopting and designing the structural foundation is hence essential. Soil exploration through field investigation and laboratory testing of the substrata are helpful in arriving at required parameters for designing of safe and economical foundations. The data obtained from these investigations has been analyzed for safe design of the foundation. In the geotechnical report’s recommendations has been made for type of foundations and its safe bearing capacity/load carrying capacity required for the structure design. 3.6.4.8 Hydrological Investigations Hydrological investigations have been carried out for the entire project. It has been ensured that majority of the cross drainage structures are hydrologically adequate to carry the discharge of the river / streams. The actual river training works including guide bunds and span arrangement shall be finalised after conducting hydraulic, mathematical model study for bridges across River Ganga and Yamuna by the concessionaire. 3.7

TRAFFIC DESIGN 3.7.1

General

The capacity standards for expressway have been adopted as per the “Guidelines for Expressways”. Capacity analysis is fundamental to the planning, design and operation of roads and provides, among other things, the basis for determining the carriageway width to be provided at any point in a road network with respect to the volume and composition of traffic. Moreover it is a valuable tool for evaluation of the investments needed for future road constructions and improvements. 3.7.1.1 Equivalency Factors The need of expressing capacity in passenger car units has triggered off many studies for establishing appropriate passenger car equivalency (PCE) values for different types of vehicles. Notable among the studies carried out in India are the road user cost studies (RUCS) by CRRI and the MoSRT&H. It has been recognised that the PCE values vary under different traffic, roadway conditions and composition for any given type of vehicle. Equivalency Factor is a factor to convert the mixed flow of traffic in to single unit to express the capacity of road. The unit generally employed is the passenger car unit (PCU). The equivalency factors for conversion of different types of vehicles in to equivalent passenger car units based on their relative interference value are given in Table 3.4 below (As per IRC: 64 – 1990). Table 3.4: PCU factor for various types of vehicles on rural roads S. No. Vehicle type Fast moving vehicles 1 Motor cycle or scooter 2 Passenger car, pick up van or auto-rickshaw 3 Agricultural tractor, light commercial vehicle 4 Truck or bus 5 Truck – trailer, agricultural tractor – trailer Slow moving vehicles

Equivalency factors 0.50 1.00 1.50 3.00 4.50 12

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

Equivalency factors 0.50 2.00 3.00 4.00 8.00

Capacity Analysis for 8-Lane Expressway As per the Guidelines for Expressways Volume-I: Planning, the capacity of an expressway is sensitive to the traffic flow characteristics on divided highways. Free Flow Speed An important element of the speed – flow curves of the project roads is the free flow speed. It is the speed at which driver feel comfortable travelling under the physical, environmental and traffic control conditions on a non-congested section of a multi lane highway, - HCM (2000). All recent studies suggest that speed on project road is insensitive to flow over a broad range of flows. Thus free-flow speed can be established on an existing facility by measuring in the field, the average speed of vehicles when flow rates do not exceed 1300 passenger car per hour per lane (PCPHPL) (HCM 1994). In the absence of traffic flow speed data on highway in India, the free flow speed is required to be assumed. Factors affecting the Free Flow Speed (FFS): The FFS of an expressway depends on the traffic and roadway conditions described below:


Lane width




Lateral Clearance




Number of Lanes




Interchange Density




Geometric design

The basic equation used to calculate the FFS is as given below: FFS = BFFS-fLW-fLC-fN-fID

----Eq(1)

Where, BFFS=base free flow speed, kmph fLW = adjustment factor for lane width fLC = adjustment factor for right shoulder lateral clearance fN = adjustment factor for number of lanes fID = adjustment factor for interchange density Base Free Flow Speed BFFS is set at 120 kmph for rural facilities. Adjustment factor for Lane width (fLW) is as given below:

Lane Width (m)

Reduction in FFS(kmph)

3.6 3.5 3.4

0.0 1.0 2.1 13

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3.3 3.2 3.1 3.0

3.1 5.6 8.1 10.6

For the project road, the lane width considered is 3.75, hence, the reduction in FFS =0.0 Adjustment factor for left shoulder clearance (fLC) is given by:

Left Shoulder width(m) >=1.8 1.5 1.2

2 0.0 1.0 2.0

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

>=5 0.0 0.2 0.3

For the project road, the left shoulder width is greater than 1.8, hence adjustment factor is 0.0. Adjustment factor for Number of Lanes (fN): For rural facilities fN is set as 0. Adjustment factor for Interchange density (fID) Since the minimum interchange spacing more than 4 kms, the adjustment factor for interchange density is set as 0. The using Equation (1) we get FFS=120-0-0-0-0 FFS = 120kmph Calculation of Base Capacity (Base Cap) The base capacity (pcphpl) of an expressway facility is given by Base Capacity = 1700+10FFS; for FFS112 ---Eq(3) Since, the FFS is (120kmph)>112kmph, base capacity =240 0pcphpl Determination of Peak Capacity (Peak Cap) The peak capacity is given by, Peak Cap = Base Cap*PHF*N*fHV*fP Where, Peak Capacity = Peak capacity, vehicles per hour ( all lanes, one direction) PHF = Peak Hour Factor N = Number of lanes in one direction (3 for 6-lane and 4 for 8-lane) fHV = Adjustment factor for heavy vehicles fP = Adjustment factor for driver population. Peak Hour Factor (PHF) 14

Feasibility Report

Assistance to UPEIDA on Technical Studies for Agra to Lucknow Access Controlled Expressway

Methodology and Design Standards

PHF = (0.9025*V/C) 0.5/0.95 Where, V = AADT*K-factor*D-factor C = Peak Capacity K = Peak hour flow as percentage, 5.2% (0.052) for the project road D = Proportion of traffic in peak direction, 0.50 for the project road Assign a final PHF as follows: Area Type Rural Urban

V/C Ratio

PHF