Final Feasibility NH 235 PDF

Scott Wilson India Pvt Ltd
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)]
MEERUT TO BULANDSHAHR SECTION (NH-235)
Final Feasibility Report

Volume I (Main Report)
January 2011
Prepared For:
NATIONAL HIGHWAYS AUTHORITY OF INDIA
Table of Contents
DPR for rehabilitation and upgradation of NH stretches under

NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)]
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235)

Table of Contents
TABLE OF CONTENTS
CHAPTER
NO.
TITLE
PAGE NO.
0.0
EXECUTIVE SUMMARY
0-1
0.1
0.2
Background
Investigations & Evaluations
0-1
0-1
Project Development Descriptions

General
District and Nodal Towns on the Project Road
Carriageway and Roadway Width
Right of Way
Traffic Volume
Proposed Developmental Plan/ Construction Features
Proposed Bypass Section
Pavement Composition
Junction Improvement
Proposal of Bridges, Culverts and other Structures
Toll Plaza
Total Cost of the Project
0-1
0-1
0-2
0-2
0-2
0-3
0-4
0-5
0-6
0-7
0-10
0-14
0-14
1.0
OVERVIEW OF NHAI
1-1
1.1
NHAI Establishment
1-1
NHAI Mandate
NHAI Organization
National Highway Development Program (NHDP)
Government Policy Initiatives
1-1
1-1
1-1
1-3
2.0
PROJECT ROAD DESCRIPTIONS
2-1
2.1
General
2-1
2.2
Project Background
2-1
Study of Project Corridor

Terrain and Land use
Climatic Conditions
Existing Carriageway Width
Existing Right of Way
Cross Drainage Structures
Highway Geometrics
Pavement Condition
Major Developments along project road
Cross Roads and Junctions
Drainage Condition
Railway Crossings
Flyover
Utility Lines
2-1
2-3
2-3
2-6
2-6
2-6
2-7
2-7
2-7
2-7
2-7
2-8
2-8
2-8
0.3
0.3.1
0.3.2
0.3.3
0.3.4
0.3.5
0.3.6
0.3.7
0.3.8
0.3.9
0.3.10
0.3.11
0.3.12
1.2
1.2.1
1.2.2
1.2.3
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.3.6
2.3.7
2.3.8
2.3.9
2.3.10
2.3.11
2.3.12
2.3.12
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Table of Contents
PAGE NO.
3.0
METHODOLOGY FOR FEASIBILITY STUDY
3-1
3.1
General
3-1
Traffic Surveys
Classified Traffic Volume Count
Origin- Destination and Commodity Movements Survey
Turning Movements Survey
Axle Load Surveys
Speed Delay Surveys
Pedestrian/Animal Cross traffic /Truck terminal Surveys
Survey Programme
3-1
3-1
3-1
3-2
3-2
3-2
3-2
3-2
Traffic Forecast
3-3
3.4
3.4.1
3.4.2
3.4.3
3.4.4
Engineering Surveys and Investigations

Reconnaissance and Alignment
Topographic Surveys
Road and Pavement Investigations
Subgrade Characteristics and Strength
3-3
3-3
3-3
3-4
3-5
3.5
3.5.1
3.5.2
Environmental and Social Screening

Environmental screening
Social Screening
3-5
3-5
3-6
3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
Scheme Development and Assessment

Widening and Strengthening scheme
Bypasses
Homogeneous Section
Pavement Design
Bridges and Culverts
3-7
3-7
3-7
3-7
3-7
3-8
3.7
3.8
3.9
3.10
Preliminary Cost Estimates

Economic Viability
Financial Study
Feasibility Report
3-8
3-8
3-8
3-9
4.0
SOCIO-ECONOMIC PROFILE
4-1
4.1
4.1.1
4.1.2
4.1.3
4.1.4
4.1.5
Introduction
Background
Project Influence Area
Methodology
Data sources
Project Corridor
4-1
4-1
4-1
4-1
4-1
4-2
4.2
4.2.1
4.2.2
4.2.3
Demographic Profile
Population Growth
Density and Urbanization
Likely Population Growth Rate
4-2
4-2
4-2
4-3
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.3
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TITLE
PAGE NO.
4.3
4.3.1
4.3.2
4.3.3
4.3.4
4.3.5
4.3.6
4.3.7
4.3.8
Economic Profile
State Income and its dynamics
Growth Trend
Per capita Income growth
Industrial growth
Agricultural Sector Performance
Mineral Exploration
Energy
Tourism Potential
4-4
4-4
4-4
4-5
4-6
4-9
4-11
4-12
4-12
4.4
4.4.1
4.4.2
4.4.3
4.4.4
Transport Network
Background
Road Network Development
Road Transport
Non Road Transport
4-13
4-13
4-14
4-14
4-15
4.5
4.5.1
4.5.2
Economic Growth Prospects

State income growth perspective
Population Growth Scenario
4-16
4-16
4-18
5.0
TRAFFIC SURVEYS, ANALYSIS AND FORECAST
5-1
5.1
5.2
5.3
Introduction
Identification of Homogeneous Road Sections
Primary Surveys Schedule
5-1
5-1
5-1
5.4
5.4.1
5.4.2
5.4.3
5.4.4
5.4.5
Survey Methodology
Classified Traffic Volume Counts
Origin-Destination Survey
Turning Movement Survey
Axle Load Survey
Speed and Delay Survey
5-4
5-4
5-4
5-5
5-5
5-5
5.5
5.5.1
5.5.2
5.5.3
5.5.4
5.5.5
5.5.6
5.5.7
Data Analysis
Analysis of Traffic Volume Count
Average Daily Traffic (ADT)
Annual Average Daily Traffic (AADT)
Daily Traffic Variation
Hourly Variation and Peak Hour Share of Traffic
Directional Distribution
Traffic Composition
5-5
5-5
5-6
5-7
5-11
5-11
5-13
5-13
5.6
5.6.1
5.6.2
5.6.3
5.6.4
5.6.5
5.6.6
5.6.7
5.6.8
Analysis of O-D Survey Data

Data Checking
Zoning System
Commodity Groups
Expansion Factors and Development of Origin-Destination Matrices
Commodity Analysis
Travel Pattern
Lead Load Analysis
Trip Frequency Distribution
5-14
5-14
5-15
5-16
5-17
5-17
5-18
5-26
5-28
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5.7
5.7.1
5.7.2
Analysis of Turning Movement Survey Data

Peak Hour Traffic
Analysis and Improvement Proposal
5-28
5-28
5-29
5.8
5.8.1
5.8.2
5.8.3
5.8.4
5.8.5
Analysis of Axle Load Survey Data

General
Location
Vehicle Damaging Factor
Load Equivalence Factors
Axle Load Spectrum Analysis
5-30
5-30
5-30
5-30
5-31
5-32
Analysis of Speed and Delay Survey Data
5-36
Traffic Forecast
Transport Demand Elasticity
Economic Perspective
Projected Traffic Growth Rates
5-36
5-36
5-39
5-41
Total Forecasted Traffic
5-41
5.12
5.12.1
5.12.2
Capacity Analysis
Capacity and Design Service Volume Guidelines
Capacity Analysis
5-42
5-42
5-42
5.13
5.13.1
5.13.2
5.13.3
Toll Plaza
Existing Toll locations
Proposed Toll Plaza Locations
Number of Lanes at Toll Plaza
5-45
5-45
5-45
5-45
ENGINEERING SURVEYS AND INVESTIGATIONS
6-1
6.1
6.1.1
6.1.2
6.1.3
6.1.4
6.1.5
6.1.6
6.1.7
6.1.8
6.1.9
6.1.10
6.1.11
6.1.12
Road Inventory and Road Condition

Terrain
Land use
Carriageway and Roadway width
Surfacing Type
Shoulder
Embankment Height
Right of Way
Villages and Towns
Side Drain
Horizontal Curves
Road Junctions
Road Signs
6-1
6-1
6-1
6-1
6-2
6-2
6-2
6-2
6-3
6-3
6-3
6-3
6-4
6.2
6.2.1
6.2.2
6.2.3
Pavement Condition Survey

Pavement Condition
Shoulder Condition
Drainage Condition
6-4
6-4
6-5
6-5
5.9
5.10
5.10.1
5.10.2
5.10.3
5.11
6.0
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NO.
6.3
TITLE

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PAGE NO.
Benkelman Beam Deflection Technique
6-5
6.4
6.4.1
6.4.2
6.4.3
6.4.4
Trial Pits
Insitu-density and moisture content
Field CBR using DCP
Characterisation of Subgrade
6-8
6-8
6-9
6-10
6-11
6.5
6.5.1
6.5.2
Material Investigations
Borrow Area Soil
Sand Quarry
6-13
6-13
6-13
Inventory and Condition Surveys of Culverts
6-13
Bridges Investigations
Bridge Inventory
Condition Survey of Bridges
6-13
6-14
6-14
6.8
Railway Level Crossing/ROB/RUB/VUP & Other Structures
6-14
7.0
DESIGN STANDARDS
7-1
7.1
7.2
7.3
7.4
Introduction
Guiding Principles
Terrain Classification
Design Speed
7-1
7-1
7-1
7-2
Cross Sectional Elements

Road Land Width/ Right-of-Way (ROW)
Cross-Sectional Requirement in Rural Sections
Cross-Sectional Requirement in Urban/Built up Sections
7-2
7-2
7-2
7-3
Camber or Crossfall
7-3
Horizontal Alignment
Radii of Horizontal Curves
Super elevation
Transition Curves
7-4
7-4
7-4
7-5
Site Distance
7-5
7.9
7.9.1
Vertical Alignment
Vertical Curves
7-5
7-6
7.10
Embankment
7-6
Pavement Design
Subgrade
Type of Pavement
Design Traffic
Design Procedures
7-6
7-6
7-7
7-7
7-7
6.6
6.7
6.7.1
6.7.2
7.5
7.5.1
7.5.2
7.5.3
7.6
7.7
7.7.1
7.7.2
7.7.3
7.8
7.11
7.11.1
7.11.2
7.11.3
7.11.4
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NO.
7.12
7.13
7.14

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TITLE
PAGE NO.
Service Roads
Geometric Design Requirements of additional features
Geometric Design Control
7-7
7-7
7-8
7.15
7.15.1
Roadway Width at Cross-Drainage Structures

Culverts
7-8
7-8
7.16
7.16.1
7.16.2
7.16.3
7.16.4
7.16.5
7.16.6
7.16.7
7.16.8
Design Standards for Structures

General
Hydraulic and Hydrological Investigations
Cross-sectional Elements
Type of Super Structure
Specification for Material
Loads and Forces to be considered in Design
Design Methodology
Quality Assurance
7-8
7-8
7-9
7-9
7-10
7-10
7-11
7-14
7-17
7.17
7.18
7.19
Standards for Interchanges

Standards for At-Grade Intersections
Traffic signs and Road Markings
7-17
7-18
7-19
8.0
DEVELOPMENT PROPOSALS
8-1
8.1
8.2
General
Alignment and Geometry
8-1
8-1
Cross Sectional Details

Lane Width
Paved Shoulders
Earthen Shoulders
Median
Service Road
Footpath
Utility Corridor
Side Slopes
Crossfall
Proposed ROW
Cross Section
8-1
8-1
8-1
8-1
8-2
8-2
8-2
8-2
8-2
8-2
8-2
8-2
Widening Scheme
8-14
8.5
8.5.1
8.5.2
8.5.3
8.5.4
Proposals for Bypasses

Phaphunda Bypass
Kharkhauda Bypass
Hapur Bypass
Gulaothi Bypass
8-20
8-20
8-21
8-21
8-22
8.6
8.6.1
8.6.2
Homogeneous Sections
Analysis of Unit Delineation by Cumulative Differences
Homogeneous section for pavement design of widening of existing
8-27
8-27
8-27
8.3
8.3.1
8.3.2
8.3.3
8.3.4
8.3.5
8.3.6
8.3.7
8.3.8
8.3.9
8.3.10
8.3.11
8.4
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NO.
8.6.3
8.6.4
8.7
8.7.1

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TITLE
PAGE NO.
lane
Homogeneous section for overlay and reconstruction of existing lane
Homogeneous section for pavement design of new construction
8-29
8-31
Pavement Options
IRC: 37-2001 Method of Flexible Pavement Design Widening and
for New Construction
IRC: 81-1997 Method of Flexible Overlay For Strengthening of
Existing Pavement
IRC: 58-2002 Method of Rigid Pavement Design For Toll Plaza
locations
8-33
8-33
8.8
8.8.1
8.8.2
Junctions Design
General Criterion for improvement proposal at junctions
Details of Junctions improvement proposal
8-40
8-40
8-41
8.9
8.9.1
8.9.2
8.9.3
8.9.4
Design of Bridges
Existing Bridges
Proposal of New Bridges
Improvement Proposal of Railway Level crossings
Proposal for VUP and PUP
8-44
8-44
8-44
8-48
8-50
8.10
Design of Culverts
8-51
8.11
8.11.1
8.11.2
8.11.3
8.11.4
8.11.5
8.11.6
8.11.7
8.11.8
8.11.9
8.11.10
8.11.11
Road Furnitures and Other features

Introduction
Bus Bays and Bus Shelters
Truck Lay byes
Road Markings
Cautionary, Mandatory and Informatory Signs
Kilometre Stone Details
200m Stones and Boundary Stones
Delineators and Object Markers
Guard Post
Crash Barrier
Road Humps and Rumble Strips
8-58
8-58
8-58
8-59
8-59
8-59
8-59
8-59
8-60
8-60
8-60
8-60
8.12
8.12.1
8.12.2
Design of Toll Plaza

Number of Lanes at Toll Plaza
Toll Plaza Design
8-61
8-61
8-61
8.13
Road Safety Audit
8-62
9.0
ENVIRONMENTAL
SCREENING
ENVIRONMENTAL EVALUATION
9.1
9.2
9.3
9.4
9.5
Background
Project Description
Description of the Environment
Potential Environmental Impacts and Mitigation Measures
Environmental Monitoring Plan
8.7.2
8.7.3
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AND
INITIAL
8-37
8-37
9-1
9-1
9-1
9-1
9-5
9-10
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TITLE
PAGE NO.
9.6
9.7
Environmental Management Plan

Environmental Budget for Mitigation Measures & Environmental
Management Plan
9-10
9-10
10.0
INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND

ACQUISITION/ RESETTLEMENT PLAN
10-1
10.1
10.2
Description of the Project Road

Objectives of the Resettlement Action Plan
10-1
10-1
Land Acquisition and Project Impact

Location and Area
Right of Way/Land Requirement
Measures to Minimize Impacts
Acquisition of Land and Structures
Project Affected Persons (PAPs)
10-1
10-1
10-2
10-2
10-2
10-3
10.4
10.5
10.6
10.7
10.8
Resettlement Principles
Consultation and Disclosures
Institutional Mechanism & Grievance Redressal
RAP Implementation Budget
Monitoring & Evaluation
10-3
10-3
10-4
10-5
10-5
11.0
COST ESTIMATE
11-1
11.1
General
11-1
Rate Analysis
Material
Labour
Machineries
11-1
11-1
11-2
11-2
11.3
11.4
Estimation of Quantities and Cost

Preliminary Project Cost
11-2
11-3
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10.3
10.3.1
10.3.2
10.3.3
10.3.4
10.3.5
11.2
11.2.1
11.2.2
11.2.3
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Table of Contents
LIST OF TABLES
PAGE
NO.
TABLE NO.
TITLE
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
0.10
0.11
0.12
0.13
0.14
0.15
0.16
0.17
0.18
Project Length
Lane Configuration along the Project Stretch
Proposed Right of Way along the project stretch
Widening Scheme Length
Proposed Bypass Locations
Flexible Pavement Thickness for Pavement widening portion
Flexible Pavement Thickness for New Pavement and Reconstruction
stretch
Proposed Overlay Thicknesses for existing lane
Rigid Pavement Composition at Toll Plaza
Junction Improvement proposal
Summary of Development of Bridges
Summary of Development of Culverts
List of Railway Crossing on the Project Road Section
Existing and Proposed VUP
Existing and Proposed PUP /CUP
Details Toll Plaza
Abstract Project Cost (Design length = 62.521 km)
0-7
0-7
0-7
0-11
0-12
0-12
0-13
0-13
0-14
0-14
2.1
Summarised Details of Cross Drainage Structures
2-6
4.1
4.2
4.3
4.4
4-2
4-2
4-3
4-4
4.19
Population growth of PIA and India

Demographic profiles of study district and state, 2001 Census
Population projection by RGI (1996-2016)
Adopted population growth rate of the study region (Average Annual
Compound Growth Rate)
Periodical growth rate of State Income, in real terms at current price
(Average Annual Compound Growth Rate in %)
Summary growth rates of Per Capita Income of U.P.
(2000-2001 to 2006-07 at 1999-00 constant prices)
Summary of Growth Rates of Manufacturing Sector of UP Economy
Major exports from UP in 1997-98
Details of land use in UP
Productivity of major crops in UP in 2004-2005
Major mineral production by U.P
Number of Tourist coming to Uttar Pradesh
PWD Road Length in Uttar Pradesh (Km)
Vehicles Plying on road in U P
Vehicles Registered in a year in U.P.
Economic growth scenarios in Uttar Pradesh in 2001-2010
Annual NSDP economic growth estimated by major sector 2001-2010
Annual growth estimated by economic sector and Region 2001-2010
(Medium Growth Scenario)
Future population growth of UP (AACGR in %)
5.1
5.2
5.3
Homogeneous Traffic Sections

Schedule of Traffic Surveys on the Project road (Meerut - Bulandshahr)
Vehicle Classification System
4.5
4.6
4.7
4.8
4.9
4.10
4.11
4.12
4.13
4.14
4.15
4.16
4.17
4.18
Scott Wilson
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0-2
0-2
0-3
0-4
0-4
0-5
0-6
0-6
4-5
4-5
4-6
4-8
4-10
4-11
4-11
4-13
4-14
4-15
4-15
4-17
4-17
4-17
4-18
5-1
5-2
5-4
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Table of Contents
PAGE
NO.
TABLE NO.
TITLE
5.4
5.5
5.6
5.7
5.8
5.9
5.10
5.11
5.12
5.13
5.14
5.15
5.16
5.17
5.18
5.19
5.20
5.21
5.22
5.23
5.24
5.25
5.26
5.27
5.28
5.29
5.30
5.31
5.32
5.33
5.34
5.35
5.36
5.37
5.38
5.39
5.40
5.41
5.42
5-5
5-6
5-7
5-7
5-9
5-10
5-13
5-13
5-15
5-15
5-16
5-17
5-19
5-26
5-26
5-27
5-27
5-28
5-28
5-28
5-29
5-29
5-30
5-31
5-32
5-33
5-33
5-34
5-34
5-35
5-35
5-36
5-37
5-38
5-38
5-39
5-39
5-40
5-41
5.43
5.44
5.45
5.46
5.47
5.48
5.49
5.50
PCU Factors Adopted for the study

Average Daily Traffic
Adopted Seasonal Correction Factor
Annual Average Daily Traffic
Summary of Classified Traffic Volume Count at Km 18+000
Summary of Classified Traffic Volume Count at Km 39+000
Peak Hour Traffic
Directional Distribution Share
Sample Size of O-D Survey
Adopted Zoning System for the Study
Classification of Commodities
Commodity Wise Goods Movement Pattern (%)
Share of Travel Pattern (%)
Lead Distribution of Passengers Vehicles (%)
Lead Distribution of Freight Vehicles (%)
Average Trip Length
Load Distribution of Freight Vehicles (%)
Average Load
Average Trip Frequency Distribution (%)
Peak Hour Traffic at Intersections
Projected Average Daily Traffic of Cross Roads at Junctions
Projected Peak Hour Traffic at Junctions
Junction wise Improvement
Load Equivalency Factors
Vehicle Damage Factors Meerut-Bulandshahr Section on NH-235
Sample Size of Axle Load Survey at location Km 18+000 (Kharkhauda)
Sample size of axle load survey at location Km 39+000 (Padau)
Meerut to Bulandshahr Km 18+000 (Kharkhauda)
Bulandshahr to Meerut Km 18+000 (Kharkhauda)
Meerut to Bulandshahr Km 39+000 (Padau)
Bulandshahr to Meerut Km 39+000 (Padau)
Observed Speed along Project Road
Mode wise PIA Percentage Share
Transport Demand Elasticity using Vehicle Registration Data of PIA
Weighted Transport Demand Elasticity
Projected Transport Demand Elasticities
Average Annual Growth Rates from Time Trend
Growth Rate in Economy
Projected Traffic Growth Rates using Econometric Model (Figures in
Percentage)
Adopted Projected Traffic Growth Rates (Figures in Percentage)
Mode-wise Forecasted Traffic
Design Service Volume of Four-lane Highway in PCUs per day
Design Service Volumes at Different Level of Services
Projected Sectional Tollable Traffic in Vehicles
Projected Sectional Total Traffic in PCUs with LOS
Projected Sectional Tollable Traffic in PCUs with LOS
Required Toll Lanes
6.1
6.2
Lane configuration along the project stretch

Shoulder details along the project stretch
6-2
6-2
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5-41
5-42
5-42
5-42
5-43
5-43
5-44
5-46
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TITLE
PAGE
NO.
6.3
6.4
6.5
6.6
6.7
6.8
6.9
6.10
6.11
6.12
6.13
6.14
6.15
6.16
6.17
Location of villages and towns

Locations for needing geometric improvement
Location of major road junctions
Criteria for classification of pavement sections
Characteristic Deflection along the Project Road
Pavement Composition of the Existing Road
Field dry density
Field CBR value obtained from DCP Test
Different Tests carried out on Subgrade Soil
Test Results of Existing Subgrade Soil
Lists of Source of Materials
Details of Culverts and Condition
Major and Minor Bridges along the Project Road
List of Railway Crossing on the Project Road Section.
List of VUP on the Project Road Section
6-3
6-3
6-4
6-4
6-6
6-9
6-9
6-11
6-11
6-12
6-13
6-13
6-14
6-14
6-14
8.1
8.2
8.3
8.4
8-15
8-20
8-21
8-27
8-37
8-38
8-38
8.17
8.18
8.19
8.20
8.21
8.22
8.23
8.24
8.25
8.26
8.27
8.28
8.29
8-30
Tentative Widening Scheme

Summary of Widening Scheme
Salient Features of proposed Hapur Bypass
Homogeneous Sections for Pavement Design of Widening of Existing
Lane
Homogeneous Sections for Overlay & reconstruction of existing lane
Homogeneous Sections for New Pavement
Pavement Design Methods
Annual Average Daily Traffic in Base year (2010)
Vehicle Damage Factors adopted for the design
Design Traffic in Million Standard Axles
Materials Specification and Characterisation
Flexible Pavement Thickness for Widening of Existing Lane
Flexible Pavement Thickness for New pavement and Reconstruction
Stretches
Proposed Overlay Thicknesses on existing lane
Recommended Temperature Differentials for Concrete
Approximate k-value corresponding to CBR Values for Homogeneous
Soil Subgrade
k-Values over Granular and Cement Treated Sub-bases
k-Values over Dry Lean Concrete Sub-base
Proposed Rigid Pavement thickness at Toll Plaza Location, km 35+215
Junction Improvement proposal
Development scheme of Existing and New Bridges
Development Proposal for Railway Level Crossings
Existing and Proposed VUP
Summary of development of culverts
Development Proposals for Existing Culverts
Locations of Bus bays with Bus Shelter
Locations of Bus Shelters
Locations of truck lay byes
Location and Section of Toll Plaza
Required Toll Lanes
11.1
Abstract Project Cost
11-4
8.5
8.6
8.7
8.8
8.9
8.10
8.11
8.12
8.13
8.14
8.15
8.16
Scott Wilson
xi
8-29
8-31
8-33
8-34
8-34
8-35
8-35
8-36
8-37
8-38
8-39
8-40
8-41
8-47
8-49
8-50
8-51
8-52
8-58
8-58
8-59
8-61
8-62
January 2011


Table of Contents
LIST OF FIGURES
FIGURE
NO.
TITLE
PAGE
NO.
1.1
1.2
Organisation Chart of NHAI

National Highways Development Project Phase-I, II & III
1-4
1-5
2.1
2.2
2.3
Project Location Map

Mean Temperature of the state of Uttar Pradesh
Annual Rainfall of the state of Uttar Pradesh
2-2
2-4
2-5
4.1
4.2
4.3
4.4
4.5
Growth of State Income of UP

Sectoral contribution to NSDP, 2004-09
Annual growth in industrial performance of UP
Average Yield of Major Crops in U.P.
Growth in Tourism Sector
4-4
4-6
4-8
4-11
4-13
5.1
5.2
5.3
5.4
5.5
5.6
Traffic Survey Location Map

Hourly Variation of Traffic
Composition of Traffic
Desire Line Diagram for OD Goods Vehicles for both locations
Desire Line Diagram for OD Passenger Vehicles for both locations
Desire Line Diagram for OD Goods Vehicles at Km 18+000
(Kharkhauda)
Desire Line Diagram for OD Goods Vehicles at Km 39+000 (Padau)
Desire Line Diagram for OD Passenger Vehicles at Km 18+000
(Kharkhauda)
Desire Line Diagram for OD Passenger Vehicles at Km 39+000 (Padau)
5-3
5-11
5-12
5-14
5-20
5-21
5.7
5.8
5.9
5.10
6.1
6.2
6.3
8.1
8.1A
8.2
8.3
8.4
8.5
8.6
8.7
8.8
8.9
8.10A
8.10B
8.10C
8.10D
8.11
8.12
8.13
Scott Wilson
Characteristic Deflection (mm) along the Project road from Meerut

Bulandshahr (NH-235)
Field dry density in (gm/cc)
Field Moisture content (%)
Typical Cross Sections I
Typical Cross Sections IA
Typical Cross Sections II
Typical Cross Sections III
Typical Cross Sections IV
Typical Cross Sections V
Typical Cross Sections VI
Typical Cross Sections VII
Typical Cross Sections VIII
Typical Cross Sections IX
Proposed Alignment for Phaphunda Bypass
Proposed Alignment for Kharkhauda Bypass
Proposed Alignment for Hapur Bypass
Proposed Alignment for Gulaothi Bypass
Homogeneous Sections for Pavement Design for Widening of Existing
lane
Homogeneous Sections for Pavement design for Overlay of Existing Lane
Homogeneous Sections for New Pavement design
xii
5-22
5-23
5-24
5-25
6-7
6-10
6-10
8-4
8-5
8-6
8-7
8-8
8-9
8-10
8-11
8-12
8-13
8-23
8-24
8-25
8-26
8-28
8-30
8-32
January 2011


Table of Contents
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
Highway (Both sides new Bridges for 6-Lane Standards)
8-45
8.16
8.17
Highway (One side New 2-Lane Bridge and other sides Existing 2-Lane
Bridge)
Cross Section of Bridge at Deck Level- without Footpath for 4-Lane
Divided Highway (One side New 2-Lane Bridge and other sides Existing 2-
8-46
8-46
Lane Bridge)
8.18
Scott Wilson
Cross Section of Culvert for 4-Lane Divided Highway at Road Level
xiii
8-51
January 2011
Chapter 0
Executive Summary

in the state of UP: Meerut Bulandshahr Section ( NH-235)

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-
Scott Wilson
0-1
January 2011


Executive Summary
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)
From
To
Existing Design Chainage (km) Design

Length
Length
(km)
(km)
From
To
Remark
Out of project scope,

inside Meerut town
Length for
improvement 62.521
km & 3.522 km of
2 7+469
66+482
59.013 7+469
73+512
66.043
existing Hapur
Bypass (NH-24)
followed
Maintenance of
existing 2-lane road
proposed
proposed
approximate length is
junction of new
junction of new
2.000 73+512 Bulandshahr 2.000 2.0 km includes 140m
2 66+482 Bulandshahr
long existing twin
Bypass (NHBypass (NHbridge on Upper
91)
91)
Ganga Canal)
1
0.3.2
0+000
7+469
7.469
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)
From
To
0+000
7+469
7+469
25+500
25+500
Length (Km)
CW Width (m)
Lane Configuration
7+469
18.031
14.0
10.0
2x2 Lane with 1m median

2 Lane with PS
40.892
7.0
2 Lane
66+482
Length of 4- lane section

Length of 2- lane with PS section
0.3.4
:
:
:
7.469km
18.031km
40.982km
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
Scott Wilson
0-2
January 2011


Executive Summary
Table 0.3 below.

Table 0.3: Proposed Right of Way along the project stretch
Sl. No.
1
2
3
Design Chainage
From
To
7+469
9+500
9+500
12+100
Proposed
Length (m)
Proposed
ROW (m)
2031.0
2600.0
60
45
Alipur
Phaphunda
Bypass
12+100
14+800
2700.0
60
4
5
14+800
17+700
2900.0
60
17+700
20+900
3200.0
60
6
7
8
9
20+900
23+400
27+100
23+400
27+100
35+400
2500.0
3700.0
8300.0
60
60
60
35+400
38+930
3530.0
38+930
39+299
369.0
60
11
12
13
14
15
39+299
39+966
43+200
44+150
39+966
43+200
44+150
47+600
667.0
3234.0
950.0
3450.0
45
60
45
60
47+600
48+200
600.0
180
Toll Plaza
location
16
17
18
19
20
21
22
48+200
49+800
53+100
57+250
58+130
68+000
68+400
49+800
53+100
57+250
58+130
68+000
68+400
73+512
1600.0
3300.0
4150.0
880.0
9870.0
400.0
5112.0
60
60
60
45
60
45
60
Jindal Factory
10
0.3.5
Remarks
Kharkhauda
Bypass
Hapur Bypass
Hapur Bypass
Existing
Hapur Bypass
on NH-24
Slip Road on
Ex. Hapur
Bypass on
NH-24
Sadikpur
Padao
Jainpur
Traffic Volume
The summary of the average annual daily traffic for the project stretch is given in Table 0.4.
Scott Wilson
0-3
January 2011


Executive Summary
Table 0.4: Annual Average Daily Traffic (AADT)

Vehicle Type
Location
Kharkhauda
Padau
(km 18+000) (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
Ambulance/ Police/ Military/ VIP
4
5
Total Exempted
Police/ Military Buses
0
0
Police/ Military Trucks
2
2
Motorised Traffic
16405
14963
Total Vehicles
Non Motorised Traffic
1143
646
17549
15609
Total
Motorised Traffic
22060
22945
Total PCUs
1654
1227
23713
24172
Total
9726
10189
Tollable Traffic
Vehicles
17589
19607
PCUs
7822
5420
Non Tollable Traffic Vehicles
6124
4565
PCUs
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
4-lane Eccentric Widening in rural stretches
4-lane Eccentric Widening in rural stretches with 8m wide
Scott Wilson
0-4
Design Length
( in m)
23283
7250
January 2011


Executive Summary
Design Length
( in m)
Description
median
4-lane Eccentric Widening in Built-up stretches
4-lane Concentric Widening in restricted ROW stretches
4-lane Concentric Widening in built-up stretches having
restricted ROW
4-lane Concentric Widening with functional overlay over
existing pavement
4-lane Bypass / Realignment
395
840
450
4400
25903
62521
Total
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
Total Project Length
0.3.7
3522
66043
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
Existing Chainage (km)
Sl.
No.
Bypass
Location
From
To
Length
(Km)
Design Chainage (km)

From
To
Length
(Km)
Phapunda
12+100 14+350
Bypass
2.25
12+100 14+800
2.70
Kharkhuda
17+250 20+250
Bypass
3.00
17+700 20+900
3.20
23+400 34+600
3
Hapur
Bypass
22+750 34+171
11.42
15.95
34+600 35+456
38+978 39+350
Scott Wilson
Gulaothi
Bypass
44+650 50+500
5.9
49+800 57+375
0-5
Remarks
Survey Length may vary
after the topographic
Survey
12.428 km Proposed
Bypass
3.522 km Existing Hapur
Bypass of NH-24 to be
used as a part of this
project
Widening of 1.228km of
existing slip road of
flyover & VUP on Hapur
Bypass of NH-24
7.575
January 2011

0.3.8

Executive Summary
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.
CBR of
Subgrade
(%)
Table 0.7: Flexible Pavement Thickness for Pavement widening portion

Pavement Thickness (mm)
Design
Design Traffic
Designed for
Designed
Chainage (km)
for
15 years
10 years
Total Remarks
10
Sub- (mm)
15
Wearing Binder
Base
base
Course Course
From
To
Year Year
(mm)
(mm)
(mm)
(mm)
(MSA) (MSA)
Existing
135
250 260 685
39+150 62+040 63
108
6
40 (BC)
ground to be
(DBM)
checked for
suitability and
loosened,
130
250 230 620 recomputed
62+040 73+512 63
108
7
40 (BC)
(DBM)
to desire
MDD
Table 0.8: Flexible Pavement Thickness for New Pavement and Reconstruction stretch
Design Chainage (km) Design Traffic CBR of
Subgrade Designed for 10 Designed for
years
15 years
Total
From
To
10
15
(%)
Wearing Binder Base Sub(mm)
Year Year
Course Course (mm) base
(MSA) (MSA)
(mm)
(mm)
(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.
Scott Wilson
0-6
January 2011


Executive Summary
Table 0.9: Proposed Overlay Thicknesses for existing lane

Design
Length
Average
Design Thickness Thickness in
Chainage (km) (m)
Characteristic Traffic for in BM
term of
Deflection (mm) 10years
(mm)
BC/DBM
(MSA)
(mm)
From
To
39+350 49+800 10450
0.818
63
68
48
49+800 58+215 8415
0.902
63
88
62
58+215 73+512 15297
0.853
63
76
54
Overlay
Portion
(mm)
BC DBM
40 50
40 50
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.
Scott Wilson
Table 0.11: Junction Improvement proposal

Design
Cross Road
Type
Chainage
Side
Leading to
(km)
Sl.
No
Existing
Chainage
(km)
7+469
7+469
2*
12+200
3*
Remark
LHS
City Road
RHS
Existing Meerut
bypass road
12+200
LHS
Phaphunda
At start of proposed
Phaphunda Bypass
14+250
14+700
LHS
Phaphunda
At end of Proposed
Phaphunda Bypass
4*
17+350
17+800
LHS
Kharkhauda
Kharkhauda bypass
5*
20+145
20+800
LHS
Kharkhauda
At end of Proposed
Kharkhauda Bypass
Straight
To Hapur
6*
22+900
23+500
Left
Hapur bypass
0-7
Start Point of Project
New Junction at start of

proposed Hapur bypass
January 2011

Design
Sl.
No
Existing
Chainage
(km)
Chainage
(km)
7*
---
34+600
44+800
49+200
10
66+482

Executive Summary
Cross Road
Type
Remark
Side
Leading to
LHS
Moradabad
RHS
Delhi
49+900
RHS
Gulaothi
At the start of Proposed

Gulaothi Bypass
57+000
RHS
Gulaothi
At the end of Proposed

Gulaothi Bypass
LHS
NH-235
/Bulandshahr
73+512
NH-24 bypass
End of Project Road

RHS
NH-91/Delhi
Minor Intersections
Scott Wilson
7+469
7+970
8+524
9+328
9+465
9+600
10+325
12+180
12+880
14+050
14+620
16+810
17+780
18+270
Junction Type
(Cross(X)/T or
Y type
X
T
T
T
T
T
T
T
X
X
T
T
T
X
LHS &RHS
RHS
RHS
LHS
RHS
LHS
LHS
LHS
LHS &RHS
LHS &RHS
LHS
RHS
LHS
LHS &RHS
15
18+500
LHS &RHS
16
17
18
19
20
21
22
23
20+790
21+055
21+180
21+500
21+770
22+290
23+580
23+810
X
T
X
X
T
T
T
X
LHS &RHS
LHS
LHS &RHS
LHS &RHS
LHS
RHS
LHS
LHS &RHS
Sl. No.
Design Chainage
1
2
3
4
5
6
7
8
9
10
11
12
13
14
0-8
Side
January 2011

Scott Wilson
Sl. No.
Design Chainage
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
39+300
39+940
40+660
40+865
40+885
41+000
41+150
41+270
41+770
42+000
42+400
42+995
43+600
44+030
45+180
46+150
46+425
48+295
48+635
48+865
49+340
49+360
58+000
58+100
58+360
59+470
59+575
61+450
63+495
63+620
64+400
64+700
65+140
66+475
67+000
68+155
68+460
69+070
69+350
69+410

Executive Summary
Junction Type
(Cross(X)/T or
Y type
X
T
T
T
T
T
T
T
T
T
T
T
T
T
T
T
T
X
T
T
T
T
X
T
T
T
T
X
T
T
T
T
T
T
T
X
T
X
T
T
0-9
Side
LHS &RHS
LHS
LHS
RHS
LHS
RHS
LHS
RHS
RHS
RHS
LHS
LHS
LHS
RHS
RHS
LHS
RHS
LHS &RHS
LHS
LHS
LHS
RHS
LHS &RHS
LHS
RHS
RHS
LHS
LHS &RHS
LHS
RHS
RHS
RHS
RHS
RHS
LHS
LHS &RHS
LHS
LHS &RHS
RHS
LHS
January 2011


Executive Summary
Junction Type
(Cross(X)/T or
Side
Y type
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
Sl. No.
Design Chainage
0.3.10 Proposal of Bridges, Culverts and other Structures

a)
Major & Minor Bridges

There are total 7 bridges on this route. Out of these, one is a Major Bridge and the remaining six
are minor bridges.
The requirement / possibility of widening and reconstruction of the existing bridges has been
checked based on the following criteria
If the width of additional widening is 1.0m (0.5 m on each side) or less, the widening of the
structure may be dispensed with and traffic shall be guided with the help of crash barriers in
a transition of 1 in 20 on either side approaches.
All existing bridges which are structurally distressed shall be reconstructed as new bridge
All existing brick arch bridge shall be dismantled and replaced by a new bridge
The development proposal for all the bridges is tabulated in Table 0.12.
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0 - 10
January 2011


Executive Summary
Table 0.12: Summary of Development of Bridges

Design
Sl. Existing
No. Chainage Chainage
(km)
(Km.)
Type of
Structure
Span (m)
Carriagewa Total
No of Span x
Width
y Width
Effective Span
(m)
(m)
L
36 + 570
41+615
Minor Bridge
4 x 8.5
6.40
8.40
40 + 545
45+665
Major Bridge
3 x 25.0
7.60
10.5
41 + 590
46+630
Minor Bridge
3 x 10.0
7.20
9.20
52+215
1 x 15.0 (SK)
11.0
2x12.0
53+478
Minor Bridge
Minor Bridge
1 x 20.0 (SK)
11.0
2x12.0
56+788
1 x 20.0 (SK)
11.0
2x12.0
58 + 610
65+602
Minor Bridge
4 x 2.50
9.80
11.80
58 + 640
65+632
Minor Bridge
1 x 20.0
7.40
10.40
60 + 915
67+912
Minor Bridge
3 x 2.8
8.40
9.40
10
62 + 460
69+432
Minor Bridge
3 x 3.0
7.80
9.40
Scott Wilson
Minor Bridge
Type of
Bridge
Remark
Proposal for Bridges
Existing Bridge will be abandoned and a new

Condition
of bridge is 2x12m wide bridge parallel to existing one with
2 x 17m is proposed (RCC T-beam).
very poor
Existing Bridge will be retained and a new
Minor
RCC Girder
repair is 12m wide bridge parallel to existing one with
and Slab
span configuration of 3 x 25.0m.
required
Condition
Brick Arch
of bridge is 2x12m wide bridge parallel to existing one with
very poor span configuration of 2 x 17.0m (RCC T-beam).
RCC T-Beam
New
PSC/RCC TNew Bridge across Canal on Gulaothi Bypass
New
beam
(2x12m wide)
PSC/RCC TNew
beam
Minor
Existing Bridge will be retained and a new 12m
RCC Slab
repair is
wide bridge parallel to existing one with span
required
configuration of 2 x 5m (Box cell).
Minor
RCC Girder
repair is
and Slab
required
configuration of 1 x 25.0m.
Existing bridge will be replaced by a new 12m
wide bridge at the same location with span
Condition
Brick Arch
of bridge is configuration of 2x 5.0m. and another new 12m
wide bridge near the existing one with span
very poor
configuration of 2x5.0m (Box cell).
Skew ( 51) Existing Bridge will be retained and a new 12m
Minor
wide bridge with 1 x 7.0m (Box cell) after
RCC Slab
repair is realignment of the existing canal which currently
required
has a skew angle 81.
Brick Arch
0 - 11
January 2011


Executive Summary
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
Number of Culverts and Condition
Type of Culvert
Reconstruction
Widening
New Construction
Hume Pipe
15
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
Number
Span
Existing Design
Over
Sl.
of
Development Bridge
arrangement
Chainage Chainage
Remark
all
No.
Tracks/ Proposal
(Nos x
Type
(km)
(km)
Width
Type
length), m
Existing ROBs
One/
Section
Hapur
1 29 + 900
Broad
ROB under construction
Bypassed No
Bypass
Gauge
improvement
Two/
Section
Hapur
2 30 + 400
Broad
Bypassed No
Bypass
Gauge
improvement
Proposed ROBs
PSC
Two/
Girder or
On Proposed
2x
1
-31+600 Broad
New ROB Composite
2 x 36.0 (SK)
Hapur
12.0m
Gauge
Steel
bypass
Girder
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0 - 12
January 2011


Executive Summary
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
Existing
Sl
Chainage
No.
(Km)
b)
Name of
Design
Chainage Intersecting
(Km)
Roads
Bypass
28+148
State
Highway to
Modinagar
Bypass
51+644
MDR to
Dhaluna
Bypass
54+778
Road to
Sikandrabad
Proposed
structural
configuration
Double span
Box type
structure
Double span
Box type
structure
Double span
Box type
structure
Structure Over
Proposed Dimension
all
Structure
(m)
width
type
No.xLxH in m
RCC Box
Type
2x12x5.5
27.5
RCC Box
Type
2x12x5.5
27.5
RCC Box
Type
2x12x5.5
27.5
Details of Existing Vehicular Underpasses
Sl
No.
Existing
Chainage (Km)
Design
Chainage (Km)
34+171
39+150
Structure
Dimension
(m)
No.x Lx H
2x10.5x5.5
Name of
Intersecting Roads
Remark
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)
Hapur
Bypass
26+682
Hapur
Bypass
30+540
Gulaothi
Bypass
52+795
Gulaothi
Bypass
53+582
Scott Wilson
Proposed
Overall
Name of
Proposed
Proposed
Span
Width
Intersecting
structural
Structure
arrangement
Roads
configuration
type
No. x Lx H
Single span
RCC Box
VR
Box type
1 x 7 x 3.5
27.5
Type
structure
Single span
RCC Box
VR
Box type
1 x 7 x 3.5
27.5
Type
structure
Single span
RCC Box
VR
Box type
1 x 7 x 3.5
27.5
Type
structure
Single span
RCC Box
1 x 7 x 3.5
27.5
VR
Box type
Type
structure
0 - 13
January 2011


Executive Summary
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
Toll Plaza Location
Sl. No
Existing Chainage
(km)
Design Chainage
(km)
42+876
47+900
Remark
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
Civil Works
Amount in Rs.
Amount in
Crores
62.521
62.521
11,642,094
1.16
Site Clearance & Dismantling
Earth work
574,000,636
57.40
Base & Sub-base courses
920,928,178
92.09
Bituminous works
1,275,628,236
127.56
Culverts
74,590,384
7.46
Structures i.e. Bridges, ROB,VUPs and

PUP
628,312,441
62.83
Drainage & Protection works
72,170,621
7.22
Traffic Signs and Road Appurtenances
113,814,738
11.38
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
3,978,736,311
397.87
Total Civil Works

(based on SOR 2009-10)
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0 - 14
January 2011

Sl.
No.
Description
Amount in Rs.
Updated cost of civil works at level

2010-11 with 5% escalation
Per km Civil works cost
14
Contingencies @ 3% on civil work
15
Charges for Independent Engineer @ 1%

of (14+15)
Total Cost
Amount in
Crores
4,177,673,126
417.77
66,820,318
6.68
125,330,194
12.53
43,030,033
4.30
4,346,033,353
434.60
76489000
7.65
707020000
52,080,000
70.70
835,589,000
83.56
5,181,622,353
518.16
82,878,111
8.29
Non-Civil Works
16
Budget for EMP
17
Resettlement and Land Acquisition cost
18
Utility Relocation
Total Non Civil Works
Total Cost (A+B)
Cost Per Km
Scott Wilson

Executive Summary
0 - 15
5.21
January 2011
Chapter 1
Overview of NHAI

1.0
OVERVIEW OF NHAI
1.1
NHAI Establishment

Overview of NHAI
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:
Scott Wilson
1-1
October 2010


Overview of NHAI
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
NHDPs 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:
Scott Wilson
1-2
October 2010


Overview of NHAI
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
Scott Wilson
Government will carry out all preparatory work including land acquisition and utility
removal. Right of Way (ROW) to be made available to concessionaires free from all
encumbrances.
NHAI / GOI to provide capital grant up to 40% of project cost to enhance viability on a case
to case basis.
100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed of in
20 years.
Concession period allowed up to 30 years.
Arbitration and Conciliation Act 1996 based on UNICITRAL provisions
In BOT projects entrepreneur are allowed to collect and retain tolls
Duty free import of specified modern high capacity equipment for highway construction
1-3
October 2010


Overview of NHAI
Figure 1.1: Organisation Chart of NHAI
Scott Wilson
1-4
October 2010


Overview of NHAI
Figure 1.2 : National Highways Development Project Phase-I, II & III
Scott Wilson
1-5
October 2010
Chapter 2
Project Road Descriptions

2.0
PROJECT ROAD DESCRIPTIONS
2.1
General

(Km. 66+482). Project road section traverses through three districts of the Uttar Pradesh, namely
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:
Scott Wilson

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
2-1
October 2010


Figure 2.1: Project Location Map
Scott Wilson
2-2
October 2010

2.3.1


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 northsouth 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.
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2-3
October 2010


Figure 2.2 : Mean Temperature of the state of Uttar Pradesh
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2-4
October 2010


Figure 2.3 : Annual Rainfall of the state of Uttar Pradesh
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2-5
October 2010

2.3.3

Existing Carriageway Width

The road inventory survey was carried out during the first half of May 2010 and the
configuration discussed in this paragraph pertains to the roadway configuration till that period.
The roadway for the entire stretch consists generally of the following configuration:
Chainage (Km)
Length (Km) CW Width (m)
Lane Configuration
From
To
0+000
7+469
7+469
14.0
7+469
25+500
18.031
10.0
2 Lane with PS
25+500
66+482
40.892

2.3.4
7.0
:
:
:
2 Lane
7.469km
18.031km
40.982km
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
Culvert
Type of Structure
Numbers
Pipe Culvert (Total)

Pipe Dia < 0.9 m
Pipe Dia 0.9 m
Arch Culvert (Brick)
Slab Culvert
43
24
19
4
20
Total Culverts
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2-6
67
October 2010

Bridge
Type of Structure
Minor Bridge
Carriageway <7.00m
Carriageway 7.00m & <7.50m
Carriageway 7.50m
Major Bridge
Carriageway <7.00m
Carriageway 7.00m & <7.50m
Carriageway 7.50m
Total Bridges

Numbers
6
3
0
3
1
Nil
Nil
1
7
The detailed improvement proposal of the cross drainage structures is discussed in Chapter 8:
Development Proposals.
2.3.6
Highway Geometrics
The existing highway geometry is very good and no major realignment to improve the horizontal
geometry is envisaged. The terrain is absolutely plain and hence the vertical profile also needs
very minimum improvement to achieve the required sight distance with respect to the design
speed.
2.3.7
Pavement Condition
The pavement is of flexible Bituminous for the whole stretch and the visually observed condition
of the pavement is fair. Longitudinal and alligator cracks along with potholes and patched areas
are observed at few locations only. Carriageway edge break and failures like loss of aggregates,
rain cuts and corrugations were also sparsely observed.
2.3.8
Major Developments along project road

The project road passes through quite a number of urban and semi urban settlements, of which
the important towns are viz. Meerut, Hapur, Gulaothi, and Bulandshahr. A detailed list of the
village and town locations is presented in Chapter 6 of this volume.
2.3.9
Cross Roads and Junctions

The identification of major junctions and category of road crossing the project road was done
based on local enquiry and verification from secondary data, maps and consultation with
competent authorities.
There are existing 68 Minor junctions, 6 Major junctions across the project road considering only
the bituminous cross roads.
2.3.10 Drainage Condition

The physical condition of the drainage system is generally fair to bad. Sufficient camber was
observed to drain off the water from carriageway surface. There are adequate cross drainage
structures across the project alignment. The existing road does not have proper provision for
longitudinal drains on either side. Pucca drains were observed at some locations within villages
and natural drains were also observed at some locations. In general the condition of pucca drains
appears to be fair.
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2.3.11 Railway Crossings

The project road crosses existing railway line at 2 locations and all the existing level crossing is
being facilitated with 2 lanes ROBs under Construction at present. Out of the 2 ROBs, under
construction one is over double railway tracks and one is over single railway track. The details of
the existing ROB in terms of their carriageway width and the existing condition are presented in
the Engineering Survey and Investigation Chapter.
2.3.12 Flyover
There is no flyover at present on the project road.
2.3.13 Utility Lines
Several utility lines cross and run parallel to the project road. The different types of utility lines
observed are as given below:
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Electric Line (including junction boxes, lamp posts and transformers) (mainly overhead)
High Tension Transmission lines
Telephone lines (including junction boxes) (overhead and underground)
Water lines (underground)
OFC Lines (underground)
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Chapter 3
Methodology for Feasibility Study

3.0
METHODOLOGY FOR FEASIBILITY STUDY
3.1
General

The feasibility study consists of:
Traffic Surveys
Scheme development and assessment
Preliminary cost estimates
Economic viability
Feasibility report
The Approach and methodology adopted for each task mentioned above are described as under:
3.2
Traffic Surveys
To appreciate the characteristics of traffic along the project road sections in terms of size, desire,
speed, load and lead, number of surveys were carried out. Traffic surveys primarily consist of
manual classified mid-block counts namely to determine the existing volume and composition of
traffic using key links and nodes within the study area. Such counts provide verification of
existing counts and significant gaps in count data is plugged. This is in concurrence with the
clause 4.9.1 of the TOR where 3 survey locations per 100Km stretch have been recommended.
Turning movement count was conducted on all major Intersections. All types of traffic surveys
and studies done for feasibility study are discussed below:
3.2.1
Classified Traffic Volume Count

The count stations were identified at two locations dividing the road stretches into homogeneous
sections, to minimise the inclusion of urban traffic and to be reasonably near or be co-terminus
with PWD survey count stations. The Consultants conducted each of the manual classified midblock counts over seven consecutive days for 24 hours. Vehicles have been classified in three
ways: by direction, time (using an hourly subdivision) and vehicle type. But importantly the
methodology was based upon numbers of wheels and axles, such that distinction is drawn
between two-axle four-wheeled vehicles and two-axle six-wheeled vehicles, both passenger and
goods classification system as given in TOR as well as that in IRC codes was also kept in mind.
NHAI and PWD were approached to reveal the extent of available past traffic data relating to the
study area so as to compile the relevant data from secondary source. It is important to make full
use of available data, especially that relating to the last five years. Having received the available
data, SWI is able to assess its quality in terms of comprehensiveness and consistency and come
to an opinion on its reliability and consequent suitability for use in the current study.
3.2.2
Origin- Destination and Commodity Movements Survey

The TOR makes reference to conduct origin-destination (OD) surveys at minimum two locations
per 100Km.
The Consultant carried out one day (24hours, both directions) OD and Commodity movement
surveys at two locations finalized in consultation with NHAI. The road side interviews were
done on random basis and covered all four wheeled vehicles. The OD survey included vehicle,
cargo, journey purpose (to assist in the assessment of the value of time), vehicle information such
as manufacturer, model age and usage in addition to the start and end points of the journey. This
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additional information was required for the economic analysis.

3.2.3
Turning Movements Survey

The methodology for the surveys was as per IRC: SP: 41-1994. The details including the
locations and duration of surveys were finalized in consultation with NHAI. Intersection
movement count was done for estimation of peak hour traffic for the design of the major and
minor junction.
3.2.4
Axle Load Surveys

The intensity of traffic loading and the corresponding damaging factor of different categories of
vehicles are an important parameter for the design of pavement. An axle load survey in both
directions was carried out at two suitable locations in the project road stretch. The loading
characteristic was taken on random sample basis normally for trucks only for two normal days
(24 hours). The axle load survey was done using portable weigh pad having capacity of 20 tonnes
wheel load. The survey was conducted to cover both traffic direction and for empty as well as
loaded commercial vehicles, i.e. Light Goods Vehicles, 2-Axle trucks, 3-Axle trucks, Multi-Axle
trucks and Buses. The number of standard axles using the road derived from Axle load surveys is
vital to the pavement design and economic analysis.
3.2.5
Speed Delay Surveys

A set of journey time surveys was carried out along each of the main study routes. These
consisted of survey vehicles undertaking separated journeys along the complete length of each
route, taking detailed notes of distances and times, distinguishing time in motion and time
stopped. In this way, delays and queuing can be measured.
3.2.6
Pedestrian/Animal Cross traffic /Truck terminal Surveys

Provision of viaduct for pedestrian /animals was analyzed on the project road to improve the
traffic safety. The data derived from OD, speed delay, other surveys and also supplementary
surveys was analyzed to assess requirements for present and future development of truck
terminals at suitable locations enroute.
3.2.7
Survey Programme
The following table gives the traffic survey program:
Sl. No.
1
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Type of Survey
Classified Traffic
Volume Count
Survey Location
Chainage (Km)
TVC 1 Kharkhauda
18+000
TVC 2 Padau
39+000
OD 1 Kharkhauda
18+000
OD 2 Padau
39+000
Origin-Destination
Turning Movement
Count
TMC 1
Sikandrabad TJunction
TMC 2 Bulandshahr Junction
3-2
47+900
66+400
Date
11-06-2010 to
18-06-2010
12-06-2010 to
19-07-2010
14-06-2010 to
15-06-2010
21-07-2010 to
22-07-2010
18-06-2010 to
19-06-2010
18-06-2010 to
19-06-2010
October 2010

Sl. No.
4
5
3.3
Type of Survey
Survey Location

Chainage (Km)
Ax 1 Kharkhauda
18+000
Ax 2 Padau
39+000
Axle Load
Speed & Delay
S&D
Along the project

Road
Date
14-06-2010 to
15-06-2010
21-07-2010 to
22-07-2010
08-06-2010 to
09-06-2010
Traffic Forecast
An assessment of historic traffic data indicated recent levels of traffic growth. This has been
compared with recent growth in the national economy, most notably Gross Domestic Product,
and the forecasts of future short to medium term growth produced by the Government of India
and international agencies such as the Asian Development Bank and the World Bank. The
forecast growth of the national economy was used as a guideline for the derivation of traffic
growth forecasts for the study road, taking account of any significant historic discrepancies
between the two. Adopting traffic forecast significantly different to national economic
predictions will require careful justification. Given the uncertainty inherent in such predictions
the consultant recommends the use of high, medium and low growth scenarios. It was advisable
to have four growth periods representing the immediate, short, medium and long term.
3.4
3.4.1
Reconnaissance and Alignment

The consultant made an in-depth study of the available land width (ROW), topographic survey
maps of the project area and other relevant information collected.
A detailed reconnaissance survey was conducted on the total section from Km 0+000 to
Km 66+482 and possible alignment changes. Detail features such as land use, habitation, water
routes, canals, intersecting roads, railway lines, utilities such as electrical lines (HT/LT), etc. This
enabled the Consultants to visualize the possible problems to be encountered while selecting the
realignment. The detailed ground reconnaissance of project influence area is utilized for planning
and programming the detailed surveys and investigations.
3.4.2
Topographic Surveys
The topographical survey forms the basis of almost all-subsequent highway design work and
sufficient time was be allowed to ensure the survey results are accurate and can be used with
confidence.
Detailed level scope of works and quality procedures were given (for data logging accuracy and
independent checks) for carrying out the topographical survey, which was to be targeted at
capturing only the essential ground features as the availability of digitized terrain mapping is the
most critical field activity for this project program.
Level-1
Major Control: A network of major control points was established at approximately 1Km
intervals along the route. These were initially established using differential GPS equipment.
These Major Control Points were connected to the existing National Grid points. A
comprehensive station description is provided under the Final Topographical Report to ensure
ease of relocation/reinstatement at subsequent stages.
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Minor Control: Minor Control Points were established to carry out the topographic survey.
These were generally being at 250-500m intervals along the route. The Minor Control Points
were connected to the Major Control Points. Station descriptions were again provided for
relocation purposes. The Minor Control Points were observed at the same time as the Detail
Survey with Total Stations.
Level-2
Detail Survey
Roads: A detailed ground survey of all project significant physical features was carried out using
Total Stations. In general a survey string was observed along each feature line, points will be
observed at suitable intervals. The survey conforms to the requirements of NHAI where relevant.
The survey extends nominally 30m on either side of the centre line of the existing road and
nominally 100m at key intersections.
At locations where the existing alignment crosses or meets with other key roads the survey was
carried out upto a relevant and appropriate distance up the adjoining road(s) and across a width
sufficient to allow for any necessary improvements. The data was stored on data loggers and
downloaded daily for processing. All features were coded in the field to allow maximum use of
standardized software packages relating to automated mapping techniques and highway design.
Structures: Topographic surveys along the alignment were conducted for bridges over rivers /
streams / canals, flyovers, and grade separated interchanges.
A topographic survey for flyovers was carried out so as to be able to arrive at a good conceptual
and feasible layout. In order to achieve this, it was required to extend the surveys to about 100m
on either side of the alignment in case of the flyovers and approximately 250m to 300m beyond
the center line of the grade separated interchanges.
In case of bridges over rivers / canals / streams the requisite cross-sections / L-sections were
obtained as laid down in the IRC codes.
Office Processing
The field survey was processed in the office to provide a digital output file for the design
engineers. The Surveyor carried out for a proof survey on a statistical sample to check the digital
maps in the field.
With the assistance of the local relevant authorities roadway strip plans will be produced from
the survey data which will identify the existing Right of Way (ROW) along the road corridors. In
addition the plans shall identify all existing installations within the ROW that require relocation
by the new road design. Action Plans covering the relocation of these obstructing installations
and public utilities will be prepared on a Km/Km basis
The format of the resulting data is such that it will readily promote the calculation of earthworks
and other quantities required for the evaluation of detailed cost estimates.
3.4.3
Road and Pavement Investigations

Road Inventory
A detailed road inventory was carried out at 200m intervals mainly for alternative alignments and
visual inventory survey for other road network. Detail information was collected and utilized for
planning, design and cost estimate.
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Pavement Investigations
Pavement Composition: Trial pits were taken along the project road at every 5 km to ascertain
pavement composition and subgrade type.
Pavement Condition Surveys: Detailed field studies were carried out to collect pavement
condition, shoulder condition, embankment condition and drainage condition.
3.4.4
Subgrade Characteristics and Strength

Test pits were done for pavement investigation, soil samples were collected from these pits at
every 5 Km intervals for laboratory investigations. Dynamic Cone Penetrometer (DCP)
apparatus was used to find the field CBR. Sand Replacement apparatus was used to derive the
field density and Moisture meter was used for field moisture content.
3.5
3.5.1
Environmental Screening
An Environmental Impact Assessment (EIA) was undertaken. An Environmental Assessment
Report (EAR) was prepared which includes a Mitigation Plan that sets out feasible and cost
effective measures that will reduce potentially significant adverse environmental effects, if any,
to an acceptable level.
A Preliminary Environmental Desk Study focuses on the Environmental Assessment of key
impacts, issues and alternatives, including information necessary for proposed development.
The following issues were identified:
The information necessary for decision making;

The important environmental issues and concerns;
The significant effects and factors and alternatives to be considered; and
The appropriate content and boundaries of an EIA study
The program included:
Field surveys;
Consultation exercises with official and non-official sources; identifying existing relevant
baseline data;
Identifying the scope of baseline surveys required;
Identifying key issues to be addressed within the EIA,
Providing a technical brief for the EIA
To identify any potential environmental conflicts arising from the widening of the existing road
information was collated and plotted on to strip plans to arrive at the environmental constraints
for the proposed scheme.
The main issues included as appropriate local settlements and communities traffic and access
agriculture, ecology landscape, land-use and soils, water, archaeology heritage, cultural and
religious sites and planning issues.
This part of the study was undertaken in parallel with the economic and engineering analyses in
order to determine any significant social or environmental issues, which could require further indepth study. The approach and methodology to be adopted for environmental assessment would
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conform to the requirement of the Environmental Impact Assessment notification, MOEF, 1994,
Environmental Guidelines for Rail/Road/Highway Project, MOEF, 1989 and relevant World
Bank Operational Directives, Source Book and Hand Book.
Secondary data collection
Secondary data collection including relevant maps for all the corridors was collected from
various government/ semi-government departments/ agencies, research institutions/ universities
and NGOs regarding:
Physical resources
Flora and fauna
Critical natural habitats
Built-up areas
Water bodies
Other critical environmental indicators
Policy, legal and administrative framework etc.
The available data was used for environmental screening. The results of this screening was
plotted on strip maps and presented in tabular formats.
The results of the preliminary screening will lead to identification of the nature and extent of
environmental issues needing more detailed examination, which may be dealt as a full EA.
3.5.2
Social Screening
Social screening survey was carried out in order to understand socio-economic features along the
project road. The purpose of the survey was to identify structures falling in proposed ROW and
to assess the physical and social and cultural impacts. In this regard, the relevant information was
gathered by interview with peoples and the self-assessment of the issues involved.
Secondary data collection
Available information was collected from various agencies that have worked in the state. The
information included constitutional provision, conventions and protocols on human rights and
indigenous people, status of social related legislation and policies of the Central Government and
the state of Uttar Pradesh, key factors in RAR planning, guidelines for entitlement framework
and community, social, ethnic and economic indicators of the population.
Social Impact Screening
During this preliminary screening stage, the Consultants made an initial visit to the site under
consideration. This helped in developing a clear understanding of the proposed road changes that
may be undertaken and to identify the impact on housing, business and agricultural activities
expected to arise out of the changes to be adopted. The social impact screening concentrated on
the areas where there is likely to be the greatest impact on the population.
The data was analyzed and screening was done initially through a reconnaissance survey. The
various indicators considered are:
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Community Life and Economic Activities

Severance of community
Encroachment on local community facilities
Encroachment on local economic activities
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Encroachment on the access to and rights of resources

Cultural heritage/property
Social structure, institution and customs
Cultural shock
Road safety
Public health
Waste
Land acquisition and resettlement

Expropriation of resources
Involuntary resettlement
Conflict between target population and host population
Indigenous or traditional population
The results of the screening will be plotted on maps and tabulated to identify any major conflicts
and extent of conflicts.
3.6
Scheme Development and Assessment

From the existing field data a few scheme alternatives were evolved. This task made use of
available data, site reconnaissance desk studies and preliminary findings. The standards, codes of
practice and other relevant controlling documents were listed thereby establishing the
procedures, design controls and general engineering practice required. In the review of project
alignment due consideration was given to the environmental implications land take and impact
on project affected people, using information provided in the discipline Desk Study Reports
undertaken earlier.
3.6.1
Widening and Strengthening scheme

The project section under the scope of study has multidimensional facets in terms of geometry,
pavement composition/ condition, existing utilities, religious structures, etc. and considering all
these aspects the section-wise policy was adopted for strengthening and widening based on the
initial investigations.
3.6.2
Bypasses
The proposal for bypassing the existing road was based on the detailed study on features
pertaining to congestions, local traffic, sanctuary, mosque, grave yard, study of tehsil, taluk,
district headquarter etc.
3.6.3
Homogeneous Section
The project road has been divided into homogeneous road sections on the basis of following and
traffic generation, and dispersal nodes located along the project road.
-
3.6.4
Traffic
Pavement Composition and thicknesses
Pavement Design
Pavement is the most significant component of a road and therefore its design strengths must be
assured to support the projected traffic loading throughout the design period. The pavement
option study consist of analysis of different pavement alternatives to provide a basis for selection
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of the most advantages solution, considering all costs occurring during the life of the pavement,
viz., construction costs, future maintenance costs and future costs for the road users.
In pavement option study, following has been studied in detail:
3.6.5
Flexible pavement over the existing pavement

New flexible pavement
Flexible Pavement for full reconstruction stretches of existing pavement.
Bridges and Culverts

Parallel bridges are proposed to be built either on upstream side or on downstream side as per site
requirement. Either span arrangement will be kept similar to the existing bridges or a
combination of two/three spans will be adopted. In some cases it is proposed to keep only one
span to cover the stream.
3.7
Preliminary Cost Estimates

Cost Estimates were made based upon the improvement proposals and rates mostly derived from
Uttar Pradesh Schedule of Rates (NH Division) but suitably modified to update with the
existing market rates. Where alternatives have been identified within the design, each will be
evaluated to an accuracy of +/- 15% so that a reasonable assessment can be made on the balance
of costs against benefits. Cost estimates were compared with recent designed, ongoing and
executed National Highways Projects.
3.8
Economic Viability
Simultaneous to, and linked with, the traffic surveys, data collection were undertaken in relation
to the cargo related vehicle fleet. It was possible to collect some of this information from the OD
surveys. In addition, it was necessary to obtain information from vehicle dealers and operators to
determine the types of vehicles commonly used their utilization and the cost of parts, labour,
maintenance and repairs, default values for vehicle operating costs carefully calibrated against
surveyed values.
SWI employed the HDM-IV model to conduct the economic analysis of the route. The model
required classified traffic volumes, both existing and forecast vehicle fleet data and detailed
engineering data relating to the existing road and the existing and future maintenance and repair
regimes, including costs. Each traffic section as indicated by the traffic studies, was modelled
separately to produce an Economic Internal rate of Return (EIRR), Net Present Value (NPV) and
Benefit/Cost Ratio (BCR) for the proposed and alternative rehabilitation schemes.
It is essential for the validity of the results to establish a reasonable do minimum situation
against which each scheme is compared. A do nothing scenario, where in the absence of the
scheme the road is not maintained, will produce unrealistically high benefits for all schemes, and
the base case should include a minimum reasonable level of intervention to prevent road closure.
Sensitivity tests have been carried out including medium traffic growth scenarios, reducing
existing traffic volumes by 15% and increasing project costs by 15%. Together, these tests reveal
the economic robustness of each proposed project.
3.9
Financial Study
The financial viability of each package depends on the working cash flows available to service
the debt and equity. This working cash flow is basically dependent upon the following:-
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a)
b)
c)
d)
e)
f)

Project Cost
Traffic & Traffic Growth
Toll Structure
Operation and Maintenance expenses
Interest on Debt
Tax
The main objective of Financial Analysis is to examine the viability of implementing the project
on a BOT basis. The analysis attempts to ascertain the extent to which the investment can be
recovered through toll revenue and the gap, if any, be funded through Grant / Subsidy. This
covers aspects like financing through debt and equity, loan repayment, debt servicing, taxation,
depreciation, etc. The viability of the project is evaluated on the basis of Project FIRR (Financial
Internal Rate of Return on total investment). The FIRR is estimated on the basis of cash flow
analysis, where both costs and revenue have been indexed to take account of inflation. Financial
analysis has been carried out for the one individual package with debt equity ratio of 70:30.
3.10
Feasibility Report
The Feasibility Report culminates with the production and submission of the Feasibility Study.
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Chapter 4
Socio-Economic Profile

4.0
SOCIO-ECONOMIC PROFILE
4.1
Introduction
4.1.1
Background

Uttar Pradesh is bounded by Nepal on the North, Himachal Pradesh on the North West, Haryana
on the west, Rajasthan on the south west, Madhya Pradesh on the south and southwest and
Bihar on the east. Situated between 23o 52'N and 31o 28 N latitudes and 77o 3' and 84o 39'E
longitudes, this is the fourth largest state in the country. (A part of Uttar Pradesh has been
separated and formed into a new state Uttarakhand on November 9th 2000.
Uttar Pradesh can be divided into three distinct hypsographical regions:
1.
2.
3.
The Himalayan region in the North

The Gangetic plain in the centre
The Vindya hills and plateau in the south
The state of Uttar Pradesh has an area of 240,928 sq. km. and a population of 166.20 million.
There are 71 districts, 813 blocks and 107,452 villages. The State has population density of 689
per sq. km. (as against the national average of 312). The decadal growth rate of the state is NA
(against 21.54% for the country) and the population of the state continues to grow at a much
faster rate than the national rate.
A detailed accounting of the socio-economic profile of the Project Influence Area (PIA) has been
prepared which traces the PIA's economic performance of the past and establishes the likely
growth prospects of the future. The output of this Chapter is the economic growth prospects of
the PIA with respect to certain selected economic variables and serves as the basis for arriving at
a realistic traffic growth rate, for different vehicle categories.
4.1.2
Project Influence Area

The districts in which the study corridor passes through are considered to be the primary project
influence area. However, the nature of the study corridor, being the National Highway, facilitates
mostly traffic movement; the influence area stretches beyond the district boundaries. Hence, the
influence area could extend to State limits and on occasions could extend into neighbouring
States. Therefore, the influence area of the project corridor, for the purpose of the study, is
defined at the State level, though the major economic characteristics are addressed at the project
district level, which are Meerut, Ghaziabad and Bulandshahr districts in the state of Uttar
Pradesh.
4.1.3
Methodology
The economic characteristics of the PIA with respect to demography, income, industrial
development, agricultural development, mineral exploitation, tourism potential, motor vehicle
registration, transport sector policy, economic development policy and plans have been
examined. The base data required was collected from numerous agencies and referring the
various literature available from the Directorate of Economics and Statistics, Govt. of Uttar
Pradesh.
4.1.4
Data sources
All statistics used to study the past economic performance of the PIA are based on secondary
official sources of information.
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4.1.5

Project Corridor
(Km. 66+427). Project road section traverses through three districts of the Uttar Pradesh, namely
Gulavthi and Bulandshahr.
4.2
Demographic Profile
4.2.1
Population growth
Population of the PIA district i.e. Meerut, Ghaziabad and Bulandshahr districts has increased at
an average growth of 2.18% to 2.46%. Thus the population of these districts has increased on an
average at the rate of 2.30% per annum between the years 1991-2001.
The trend in the growth of population in the study Districts and the State is set out in Table 4.1.
Table 4.1 : Population growth of PIA and India
Districts / States
1991
2001
Meerut
2,417,513
3,001,636
Ghaziabad
2,245,262
3,290,586
Bulandshahr
2,468,174
2,913,122
Uttar Pradesh
132,061,653 166,197,921
India
846,421,039 1,028,737,436
Source: (1) Statistical Diary, Uttar Pradesh-2001 (Director Economic intelligence&

Statistics State Planning Commission, UP)
(2) Registrar General of India, New Delhi-1991
4.2.2
Density and Urbanization

The above illustration of population growth is also reflected in the urban component of the
district, as depicted in the following Table 4.2. It reveals that the density and the %age of urban
population are higher especially in Meerut and Meerut Districts than state whereas the urban
component in state is lower than urban component in India.
Table 4.2: Demographic Profiles of Study District and State, 2001 Census
District/State Area Sq. Km. Population Density per Sq.Km % Urban. population
Meerut
2,522
3,001,636
1,190
48.44
Ghaziabad
1,956
3,289,540
1,682
55.20
Bulandshahr
3,719
2,923,290
786
23.15
Uttar Pradesh
2,40,928
16,60,52,859
689
20.78
India
32,07,300 102,70,15,247
324
27.80
Sources: (1) Statistical Diary of Uttar Pradesh-2001 (Director Economic intelligence &
Statistics- State Planning Commission. UP)
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The density of population and the percentage of urban population in the districts are higher than
that of UP State and All India figures during the census year 2001.
The percentage of urban population in UP (20.78 %) is lower than that of All India (27.80 %)
during the census year 2001. But with regard to the density of population, the All India figure
(324 people per sq. km.) is lower than that of UP (689 persons per sq. km.).
4.2.3
Likely Population Growth Rate

The overall growth of population at the all India level and UP was closely aligned. The growth
rate of Indian population between 1981-91 and 1991-2001 is at 2.38% and 2.13 % respectively.
Whereas the growth rate of state population during the same period is 2.55% and 2.58 %
respectively. Comparison of long term growth rate of population in the study state between 1981
and 2001with that of India, as a whole shows that the UP growth rate is higher than the national
average.
The Registrar General of India (RGI) under the Planning Commission of Government of India
(GOI) direction has carried out a population forecast for the period of 1996 to 2016 based on a
detailed model, which incorporates numerous variables influencing the growth of population.
Reviewing the methodology adopted by RGI reveals that: RGI has developed various sub-models
to forecast the independent variables, which were used to forecast the total population of India.
About 95% of the 1991 Census data has been utilized to forecast the population of India, statewise. The Planning Commission, GOI, has accepted it for planning purposes.
Based on the above considerations, we have elected to use the RGI forecast for the study
purposes. Hence the population growth rate adopted for the study purpose is given in Table 4.3
and Table 4.4.
Table 4.3: Population Projection by RGI (1996-2016)
(in 000)
Year
India
Uttar Pradesh
Males Females Total %age Growth Males Females Total %age Growth
1996 484,859 449,360 934,218
83,864 73,802 157,666
1997 492,571 457,307 949,878
1.68
85,341 75,363 160,704
1.93
1998 500,359 465,249 965,607
1.66
86,992 77,049 164,041
2.08
1999 508,174 473,150 981,324
1.63
88,812 78,843 167,656
2.20
2000 515,984 480,961 996,944
1.59
90,813 80,731 171,544
2.32
2001 523,780 488,606 1,012,386
1.55
92,935 82,691 175,626
2.38
2002 531,395 496,212 1,027,607
1.50
94,967 84,686 179,652
2.29
2003 539,344 504,190 1,043,534
1.55
96,975 86,666 183,641
2.22
2004 547,556 512,468 1,060,024
1.58
98,962 88,630 187,593
2.15
2005 555,964 520,971 1,076,934
1.60
100,931 90,579 191,510
2.09
2006 564,498 529,628 1,094,126
1.60
102,925 92,576 195,501
2.08
2007 537,068 538,378 1,111446
1.58
105,033 94,724 199,756
2.18
2008 581,573 546,999 1,128,571
1.54
107,270 96,951 204,221
2.23
2009 590,018 555,495 1,145,513
1.50
109,629 99,253 208,882
2.28
2010 598,407 563,876 1,162,283
1.46
112,087 101,621 213,708
2.31
2011 606,744 572,145 1,178,889
1.43
114,624 104,053 218,678
2.33
2012 614,749 580,286 1,195,035
1.37
117,104 106,528 223,632
2.27
2013 622,966 588,608 1,211,575
1.38
119,661 109,052 228,713
2.27
2014 631,395 597,111 1,228,506
1.40
122,291 111,626 233,917
2.28
2015 640,034 605,793 1,245,827
1.41
124,994 114,248 239,243
2.28
2016 648,886 614,657 1,263,543
1.42
127,766 116,925 244,690
2.28
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Table 4.4 : Adopted Population Growth Rate of the Study Region

(Average Annual Compound Growth Rate)
Period
1981-1991
1991-2001
2001-2006
2006-2011
2011-2016
Source RGI, New Delhi
4.3
Economic Profile
4.3.1
State Income and its dynamics
Population Growth Rate

(AAGR %age)
India
UP
2.07
2.17
1.81
3.13
1.57
2.17
1.50
2.27
1.40
2.27
The State Income of UP, Measured as Net State Domestic Product by industry of origin, was Rs
302,911 million in current prices in 2007-08 and Rs. 220,738 million in Constant prices (1999-00
prices). The corresponding per capita income was Rs 9,721 in current prices and Rs.5, 770 in
constant prices (1993-94 prices). The contributions from primary, secondary and tertiary sectors
to State Income in current prices (2000-01 prices), was 34.8 %, 20.4 % and 44.8 % in 2000-2001.
It illustrates the significance of service sector contribution to the State economy, as can be seen
in Figure 4.1.
Figure 4.1 : Growth of State Income of UP
4.3.2
Growth Trend
In the years between 1999-00 and 2001-09, the overall economic growth achieved by UP was
8.90 % on average per annum. The following Table 4.5 shows the AACGR and the annual
growth of UP economy, by major sectors.
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Table 4.5 : Periodical Growth Rate of State Income, in Real Terms at Current Price
(Average Annual Compound Growth Rate in %)
Uttar Pradesh
Primary
Secondary Tertiary
1999-00
12.9
8.8
8.3
2000-01
13.1
7.9
8.0
2001-02
12.5
7.4
7.9
2002-03
13.3
7.3
7.8
2003-04
12.8
7.2
7.7
2004-05
12.6
6.4
7.5
2005-06
12.7
6.4
7.4
2006-07
12.4
6.3
7.2
Source: Computed based on CSO statistics.
Year
Total
9.7
9.4
9.0
9.1
8.9
8.4
8.4
8.1
As far as UP economic growth is concerned, it is mostly influenced by the growth of agriculture.

Also the aberrations in the growth trend were caused mostly by the performance of the primary
sector. A detailed examination of the causes for the poor performance of the primary sector
reveals that seasonal vagaries coupled with flood and drought were the major reasons.
Some of the important industries are agro-based. Hence, bad performance of the agricultural
sector has triggered adverse impact on the secondary sector performance also.
Further, the decline in the growth rate in the post-liberalization period i.e. in recent years was
attributed to the volatile performance of the agricultural sector. In addition, the manufacturing
sector has suffered from power shortage, too much dependency on agricultural output and
industrial unrest. These have resulted in dwindling performances. Another contributing factor
was the considerable delay in the implementation of new investment proposals in the early part
of the liberalization period.
However, of late, the present government has taken considerable measures to attract new
investments in most of the key areas of the economy including power and other infrastructure
development. This is evident from the fact that the UP economy had experienced better growth
during the period 1995-1998, particularly in secondary and tertiary sectors. This is likely to
significantly accelerate the pace of the economic growth in UP.
4.3.3
Per Capita Income Growth

The annual growth of per capita income of UP is summarized from 2000-2001to 2006-07 in the
Table 4.6.
Table 4.6 : Summary growth rates of Per Capita Income of U.P.
(2000-01 to 2006-07 at 1999-00 constant prices)
Year
2000-01
2001-02
2002-03
2003-04
2004-05
2005-06
2006-07
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Uttar Pradesh
0.5
0.3
1.9
3.5
2.3
4
4.9
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October 2010

4.3.4

Industrial growth
4.3.4.1 Role of Manufacturing in the Secondary sector growth

The contribution of the manufacturing sector to the secondary sector of the UP economy has
declined from 67.7 % in 1993-94 to 62.07 % in 2000-01. It has thus registered an average
declined growth rate of 1.06 % in the same period, compared to the 0.82 % growth rate achieved
by the secondary sector as a whole. The sharp fall of the manufacturing sector has occurred
between 1998-99 and 2000-01, when the share has declined from 68.22% to 62.07%,
respectively. The industrial sector had maintained its contribution level around 70 % and only in
1997-98, the share declined to 68.2 %. The decline in share was 64.0% in 1998-99, 62.31 % in
1999-00 and 62.07 % in 2000-01. This was attributed to the decrease in the production of
manufacturing sector
The trend in the contribution in manufacturing sector to the secondary sector of U.P. economy is
summarized in Table 4.7 with the following Figure.4.2.
Table 4.7 : Summary of Growth Rates of Manufacturing Sector of UP Economy
Uttar Pradesh
Secondary
MFD.
7.29
11.54
1.46
-1.38
3.83
9.79
-1.38
-7.00
-1.40
-7.53
-5.69
-8.15
2.01
1.61
Year
1993-94 to 1994-95
1994-95 to 1995-96
1995-96 to 1996-97
1996-97 to 1997-98
1997-98 to 1998-99
1998-99 to 1999-00
1999-00 to 2000-01
Figure 4.2: Sectoral contribution to NSDP, 2004-09

4.3.4.2 Industrial Base and its Growth Trend in U.P.
The National Government's economic policies in the 1990s, which saw various reforms and
liberalization of the largely centrally planned economy, underpinned the high rate of average
Gross Domestic Product growth recorded between 1993 and 1997. The dismantling of controls
and market barriers fuelled the rapid growth in private investment. In the last two to three years
however, India has suffered from a marked recession in demand, in part due to the Asian
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economic crisis and partly because of domestic economic and political instability, which resulted
in under utilization of industrial capacity.
Within Uttar Pradesh, the highest rate of industrial growth since the inception of the Five Year
Plans was recorded in the Seventh Five Year Plan (1985/86-1989/90) with performance in the
Eighth Plan being well below target levels. State-wise, Uttar Pradesh nevertheless ranks high in
investor attractiveness superseded only by Maharashtra and Gujarat.
Bearing in mind the State's agricultural base and the need to address poverty alleviation issues
and regional imbalances, the Ninth Five Year Plan has emphasized, amongst others, the
promotion of small scale and village industries, the promotion of agro based and food processing
industries and the continued encouragement of private inward investment.
The Uttar Pradesh Industrial Development Corporation (UPSIDC) has been established for
nearly four decades during which time it has had the responsibility for promoting industrial
development in the State. One hundred and twenty nine industrial areas have been developed in
51 districts with more than five thousand industrial units, covering the large, medium and smallscale range, having been established. In order to provide the necessary supporting infrastructure
to sustain the industrialization process, the State Government has established an Infrastructure
Initiative Fund with the objective to facilitate the participation of the private sector in major
infrastructure projects. Venture Capital Funds have also been set up to promote and assist
technology projects.
In order to stimulate industrial development and economic growth in the far north- eastern
portion of Uttar Pradesh, relatively the most economically backward region in the State,
Gorakhpur Industrial Development Authority was established in 1989.
The key aspects of the State's industrial development policy are the development of seven
industrial corridors and the setting up of five agro-based companies in Uttar Pradesh.
Masterplans have been prepared for the following six corridors.
-
Meerut-Moradabad, Western economic region;

Agra-Aligarh-Firozobad-Khurja (Bulandshahr)-Kosi (Mathura), Western economic region;
Lucknow-Kanpur, Central economic region;
Allahabad-Bhadohi-Varanasi-Mirzapur, Eastern economic region;
Gorakhpur-Basti-Deoria, Eastern economic region;
Jhansi-Lalitpur, Bundelkhand economic region.
The projected additional economic value arising from the State's potential capital investments in
these corridors is approximately equal to one % increment in the State Domestic Product growth
rate. The identification of these industrial corridors nevertheless serves to highlight those areas in
Uttar Pradesh where inward industrial investment has been concentrated and where future
economic growth is expected to be incrementally higher than that for the State as a whole.
An Export Promotion Bureau has been established to assist exporters, amongst others with
compensation for additional transportation costs incurred by exporters as a result of Uttar
Pradesh landlocked status. An Export Promotion Park has been established at Varanasi. The
State's major processed export in 1997/98 is shown in value terms in Table 4.8.
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Table 4.8 : Major Exports from UP in 1997-98

Major Item
Woolen carpets
Art Metal Ware
Leather & leather products
Cotton & textiles
Major Districts
Rs. Billion %age
Mirazpur, Varanasi
17.3
27
Moradabad, Mirazpur, Varanasi, Etah,
16.8
26
Aligarh
Kanpur, Unnao, Agra
8.0
13
Unnao, Agra, Lucknow, Jaunpur, Allahabad,
7.6
12
Mathura, Meerut, Nainital
6.3
10
Agra, Kanpur, Ghaziabad, Meerut, NOIDA
3.1
5
Agricultural products
Eng. Goods & Building
hardware
Gems, jewellary, marble, stone Agra, Kanpur, Faizabad, Meerut, Lucknow,
& wood carvings
Mathura
Others
Total
Source: Directorate of Industries, GoUP
3.2
1.6
63.8
2
100
An Annual Industrial investment growth performance in the state of Uttar Pradesh for the year
from 2004 to year 2006 is shown in Figure 4.3 below.
Figure 4.3: Annual Growth in Industrial Performance of U.P.

In the medium to large-scale sub-sector, the sugar, handloom, sericulture, electronics and
minerals industries are the major types of industry.
The difficulties facing the sugar industry relate to the low crushing ratio of the harvested cane. In
1996/97, this ratio stood at less than 30 %, improving to 35 % the following season. The
terminal year relatively constant and generally in line with rates in the sugar industry in other
sugar producing countries, higher crushing rates would enable increased cane production to be
reflected in higher output of raw sugar.
Various expansion projects begun in the Eighth Plan have been completed during the Ninth Plan,
including raising cane crushing capacities at sugar mills at Meerut, Kushinagar, Bijnor and Rae
Bareli. Notwithstanding Ninth Plan proposals to expand and modernize existing mills,
cognizance has been taken of prevailing pricing policies in Uttar Pradesh, which were seriously
undermining future prospects for the sugar industry.
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The handloom industry, because it is a traditional craft, is one of the most significant sources of
income and employment in the rural areas of Uttar Pradesh outside the agricultural sector. Its
continued development and promotion is therefore central to industrial policy. The Ninth Plan
had its target the annual output of some 600 million square meters of cotton cloth by the end of
the five year period in 2001/02; virtually double production in 1995/96. A Textile City has been
proposed for development in Kanpur by the UPSIDC.
The high quality silk products of Uttar Pradesh are well known both in India and overseas, with
the main weaving centers located in Varanasi and Mubarakhpur in the Eastern region. The Ninth
Plan seeked large scale participation of the private sector and financial institutions in expanding
and intensifying both raw and finished silk production in the State.
The electronic industry, incorporating information technology aspects, projected to grow by
some 34 per cent in the Ninth Plan. A Software Technology Park has been established at Kanpur
with further potential sites identified for Lucknow, Agra, Allahabad, Roorke, Dehradun and
Bhimtal.
Responsibility for setting up commercial projects in the minerals industry lies with the Uttar
Pradesh State Minerals Development Corporation. Proposed investment projects have included
float glass manufacture in Banda district, silica and mining in Allahabad district, high grade
dolomite and limestone mining in Tehri and Dehradun districts respectively, and soapstone
mining in Almora district.
The above discussions underline that UP has bright potential in the industrial sector, which has to
be properly tapped in future. The recent industrial development activities have triggered the
industrial investment in UP.
4.3.4.3 Future Trend in Growth
The aforementioned discussions clearly indicated a gloomy picture for UP. However, the slow
growth rate experienced in the industrial sector of UP during the early nineties have found
revival with improved performance from the year 1996. The Ninth Plan target of 7% for NSDP
and 12% for Secondary Sector for UP seemed to have been set with this backdrop only. In order
to achieve the required growth targets set out in the Ninth Plan, the proposed public sector outlay
has focussed on three key infrastructure sub-sectors transport, energy and water supply- that are
prerequisites for growth in the primary and secondary sectors. With this background it can be
assumed that UP is poised to witness better industrial growth in future. But the review of past
growth and the existing infrastructure problems indicate that the growth pattern will be such that
UP should expand moderately.
A quick review of the Ninth Plan of UP indicated that the target of 12 % per annum industrial
growth in real terms was very ambitious. This was also a tough task to achieve, judging by past
performance. However, given the present climate of investment, the UP State is likely to achieve
its aims over a period of time. In the immediate term, the growth rate will be slightly more than
its neighbouring states like MP, and in the long-term the trend may be in favour of UP. The same
is likely to continue in the foreseeable future.
4.3.5
Agricultural Sector Performance
4.3.5.1 Role of Agriculture Sector in Uttar Pradesh

According to the statistics available for 2004-05 UP state has 76.16% of its total land as net area
sown, 1.21% as land put to non-agricultural use, 7.71% by forest cover and 2.42% as barren
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uncultivable land. Figures for 2004-05 are summarised below in Table 4.9.
Table 4.9: Details of Land use in U.P.
Sl. No
Details
Land Utilization in 2004-05

Hectares 000
%age
1. Forest
1,688
7.71
2 Barren & uncultivable land
530
2.42
3 Non- agricultural use
264
1.21
4 Waste land
454
2.07
5 Permanent pastures & grazing land
64
0.29
6 Area under trees & groves
344
1.57
7 Current fallow land
1,217
5.56
8 Other fallow land
661
3.02
9 Net area sown
16,683
76.16
10 Total land area
21,905
100
Source: Directorate of Agriculture, GoUP
The contribution of primary sector to the State income has declined from 41.70 % in 1993-94 to
36.80 % in 2000-01. However, the value of the primary sector has increased from Rs.295799
million in 1993-94 to Rs.348,172 million in 2000-01 on price of 1993-94, thus registering an
average growth rate of about 2.53 per annum. In the last 7 years (1993-94 to 2000-01), the %
share of agriculture contribution to the primary sector has almost stagnated in the region at
around 95.0 %, indicating a strong reliance between agriculture performance and the primary
sector. This relationship is further evidenced in the behaviour of annual growth rates estimated;
for example, whenever negative growth occurred in the primary sector, it was seen to be
triggered by the negative performance of the agricultural sector as shown in Figure 4.4.
4.3.5.2 Major crops and Productivity of Uttar Pradesh
The main crops of the State are cereals mainly wheat, rice, pulses, sugarcane & mustard. Review
of agricultural statistics regarding details of production, areas under crops and productivity of
principal crops in UP reveals that:
The state is pre-dominated by food crop production, particularly wheat being major
contributor.
The area under cash crops increased faster than the area under food grains, indicating a shift
towards cash crops.
Due to limited scope for increasing the cultivable land, the state is concentrating on improving
the productivity. Hence the thrust areas include comprehensive land management, water
resource management with emphasis on micro-irrigation, organic farming, integrated farming
and pest management, and crop diversification including export oriented crop production.
Food crops dominate the cropping pattern of UP. The yield rates for most of the major crops are
better than the national average. Some of the principal crops of the state are rice, jowar, bajra,
wheat, maize, barley, pulses, oilseeds, potato, sugarcane and fruits. Productivity of major crops
in UP during the year 2004-05 is given in Table 4.10.
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Table 4.10: Productivity of major crops in UP in 2004-05

000 MT
Productivity
Crops
Production
%age
(tonnes / Hect.)
Food Crops
1.96
39,997
22.9
Pulses
0.86
2,430
1.4
Oilseeds
0.85
763
0.4
Sugarcane
60.81
121,756
69.7
Potato
22.38
9,740
5.6
Total
174,685
100.0
Source: Director of Agriculture, GoUP.
Figure 4.4: Average Yield of Major Crops in U.P.

The composition of agricultural production in UP during the year 2004-05 shows that the
Sugarcane was the maximum with 69.70 % (121.75 million tonnes), followed by Food grains
22.90 % (39.99 million tonnes), Pulses 1.40 % (2.43 million tonnes, Potato 5.60 % (9.74 million
tonnes) and Oilseeds 0.40 % (0.76 million tonnes).
4.3.6
Mineral Exploration
Uttar Pradesh is endowed with an extensive range of mineral resources. These include coal,
limestone, bauxite, manganese, phosphorite, paprophilite, silica sand, dyaspore steatite &
Sulphur.
In Table 4.11 the major production of principal minerals of UP is summarized.
Table 4.11 : Major Mineral Production by U.P.
Minerals
2000
2001
Qty. Value Qty. Value
Dayaspor 6,186
Pyrophilite 4,671
Silica sand 84,502
Coal
8,241
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2002
Qty. Value
2003
2004
2005
2006
Qty. Value Qty. Value Qty. Value Qty. Value
Metallic
4,906 5,499 4,316 3,506 2,740 4,077 2,528 5,552 3,895 8,522 6,843 9,072 7,313
Non-Metallic
1,393 7,126 1,319 10,336 1,934 15,565 3,416 37,863 4,157 27,369 4,289 23,102 3,732
5,858 - 206,405 26,780 124,429 17,722 169,908 49,521 182,859 48980 191,662 42,683
26,347
29,456
19,061
21,467
32,201
Quantity in metric tonne * Thousand metric tonne
Value in Thousand Rupees
Source: Statistical diary of UP 2007
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October 2010

4.3.7

Energy
In the energy sector, although installed capacity has been rising over time, the rate of capacity
creation in UP has lagged behind other major States in India. Similarly, per capita power
consumption has remained relatively low on the national scale. This phenomenon is probably
linked to interruptions in the supply and resort to alternative energy sources, especially for
cooking.
In terms of installed capacity, the Eighth Plan achieved 56.0 % of its five year target whilst the
demand for electricity in the State exceeded supply by 15.0 % by the last year of the Eighth Plan
(1996/97). In order to try and keep pace with rising demand, the Ninth Plan has focused on the
renovation and modernisation of existing thermal stations, the continued development of
hydropower and the privatization of power generating projects in the State, as well as the
continued construction of new transmission lines and maintenance of the existing primary and
secondary transmission and distribution networks. In respect of rural electrification, some three
quarters of villages in UP had electricity supply at the end of the Eighth Plan, with the Ninth Plan
seeking to achieve 100.0 % coverage.
The Ninth Plan envisages the generation of net additional capacity of some 5,300 MW as well as
the continued construction of new transmission lines and maintenance of the existing primary
and secondary transmission and distribution networks. In spite of these targets however, the end
of the Ninth Plan in 2001/02 projects energy demand projected to be in excess of 11,000 MW as
against a likely availability of some 7,900 MW, signifying a shortfall of approximately 30%.
4.3.8
Tourism Potential
UP has a rich architectural and cultural heritage with a wide variety of tourist attractions ranging
from world famous Taj Mahal at Agra to religeous pilgrimage at Varanasi and foreign Buddist
pilgrimages in the Eastern Region. Besides the built environment, there are seven national parks
and twenty-nine wildlife and bird sanctuaries spread throughout the state. The northwest UP
flanks with the foothills of Himalayan Mountains and the hill region is an important tourism area.
Tourism has been growing at an average of 10 % per annum over the past decade, as measured
by the tourist arrivals in UP Table 4.12. The number of foreign tourists is expected to grow to
three million over the coming decade, which means double the rate of the past decade.
There is immense tourism potential in the state of Uttar Pradesh. The number of tourists visiting
Uttar Pradesh has witnessed phenomenal increase since 1980 upto 2007. Data in respect of
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tourist coming to UP are given in Table 4.12.

Table 4.12 : Number of Tourist coming to Uttar Pradesh
Foreigner Tourists
(Lakh)
U.P.
India
1980
2.51
12.54
1991
4.53
16.78
1998
7.27
23.59
2000
8.48
26.49
2001
7.95
25.37
2002
7.10
23.84
2003
8.17
27.26
2004
10.37
34.57
2005
11.74
39.15
2006
12.92
43.06
2007
14.20
47.36
Source: Director of Tourism, U.P.
Year
Figure 4.5 : Growth in Tourism Sector

4.4
Transport Network
4.4.1
Background
Whilst the transport sector per se is not one of the major direct contributors to economic output,
the sector is nevertheless indirectly highly significant as a catalyst for economic development and
growth. The demand for transport is itself a derived demand with transport infrastructure and
facilities serving as a conduit for the exchange of goods, services and traded commodities.
Within the transport sector, road transport by virtue of its flexibility is the dominant mode.
Purely in terms of kilometrage, the total length of railway track in Uttar Pradesh represented
approximately one tenth of the total length of surfaced, paved roads administered by the State
Public Works Department (PWD) in 1996.
Comparative data on model share for passenger and freight tonne kilometers have not been
presented in this report because of the unavailability or accurate data on trip movements within
Uttar Pradesh itself and trips with either an origin or destination outside the State or trips
transiting through Uttar Pradesh. Furthermore, privatisation of the road freight transport industry
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means that much information on the road haulage operations of individual private haulers is
unavailable because of commercial sensitivity.
4.4.2
Road Network Development

Uttar Pradesh has a well-knit network of roads. The total length of road in 1999-2000 was
125.36 thousand Kms. A close examination of National Highway Development in the study state
of UP indicate that 8.50% of total national highway in India is in Uttar Pradesh. The P.W.D. road
length at the end of 1990-91 and at the 2005-06 is given in Table 4.13.
Table 4.13: PWD Road Length in Uttar Pradesh (Km)
Year
Road length in kms

Total Length of Roads per Length of Roads per
thousand Sq.km.Area Lakh Population
Cement
Water
Concrete
Bound
Roads
Roads
1990-91
57,649
14,126
71,775
243.78
53.04
1991-92
60,065
15,329
75,394
256.08
53.65
1992-93
63,206
15,286
78,492
418
111.01
1993-94
66,688
15,012
81,700
276.8
58.58
1994-95
70,154
14,635
84,789
28.8
60.95
1995-96
69,298
14,423
83,721
28.46
610.07
1996-97
78,970
12,038
91,008
312.5
66.14
1997-98
88,475
15,433
103,908
330.22
62.43
1998-99
88,474
15,434
103,908
353.43
61.63
1999-00
94,365
14,527
108,892
369.86
64.59
2000-01
92,963
7,173
100,136
415.63
60.3
2001-02
97,776
6,361
104,137
432.23
62.66
2002-03
104,974
5,410
110,384
582.47
83.38
2003-04
114,610
4,335
118,945
493.68
68.13
2004-05
117,916
3,611
121,527
504.41
67.95
2005-06
122,172
3,190
125,362
520.33
68.93
Source: Statistical Handbook of U.P. 2007
The Achievements of the Eighth Five Year Plan were largely concentrated on expansion of the
rural road network and the provision of village road connections. Rural road construction was
some three times greater than that targeted. However this emphasis on improving rural
accessibility was at the expense of diverting funds away from maintenance of the existing State
highway network.
4.4.3
Road Transport
The different type of Vehicles plying on road in U.P. are given in Table 4.14 and the number of
vehicles registered during 2004-05, 2005-06 and 2006-07 are given in Table 4.15.
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Table 4.14 : Vehicles Plying on Road in U.P.

Vehicles
2004-05
Buses
25,081
Taxies
107,847
Cars
499,148
Motors Cycles
5,652,044
Tractors
742,717
Others
120,969
Source: Transport Commission, U.P.
2005-06
26,549
119,789
615,739
6,083,655
791,411
135,947
2006-07
25,423
124,575
643,045
7,135,712
798,210
115,430
Table 4.15 : Vehicles Registered in a Year in U.P.

Vehicles
2004-05
Truck
16,827
Buses
1,223
Cars
52,311
Motor Cycle
665,589
Tractor
42,714
Others
9,130
Total
787,794
Source: Transport Commission, U.P.
4.4.4
2005-06
17,825
1,570
60,090
769,183
52,705
14,364
915,737
2006-07
22,895
1,565
71,213
773,478
45,173
16,189
930,513
Non Road Transport
4.4.4.1 Railways
There are 8,911 km of railway in the state of Uttar Pradesh
4.4.4.2 Inland Water
The total navigable length of waterways in UP is estimated to be 2,400 kilometers; however no
commercial traffic is presently operating on any of the State's major rivers. The Faizabad-Ballia
section of the Ghaghra river has the potential for transporting cargo. Whilst a hydrographic
survey has already been carried out, further feasibility studies have been proposed in the Tenth
Five Year Plan. For the purposes of forecasting road traffic growth it has been assumed that
development of inland water transport will have negligible impact on road transport.
4.4.4.3 Air transport
There are 23 airstrips and 3 aerodromes in the State. Scheduled domestic air services are
operated to the three major airports at Lucknow, Agra and Varanasi, principally to cater for
tourism and commercial passenger traffic. As part of UPs industrial development policy, efforts
are being made for the introduction of scheduled air services to Kanpur, Allahabad and
Gorakhpur whilst the Airports Authority of India has been approached with a view to permitting
international services to Lucknow, Agra and Varanasi airports for chartered passenger and cargo
traffic. Air transport caters for a comparatively small niche market and will not significantly
impact on either road passenger or road freight transport.
There is no major international airport in UP. However there are 11 domestic airports in UP.
These are located at Agra Kanpur, Lucknow, Gorakhpur, Allahabad, Vanarasi, Saharanpur,
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4 - 15
October 2010


Jhansi, Bareilly, Ghaziabad, and Rai Bareilly. Two airports at Greater Noida and Meerut are in
pipeline in the coming year within the vicinity of the project influence area.
4.5
Economic Growth Prospects

The aforementioned discussions have traced the growth path of various macro-economic
indicators and have provided the direction in which the economy of UP is likely to move in the
future. Further, wherever appropriate, the policy of the UP Governments has been presented to
illustrate the perspective of future changes.
Keeping the above conclusions in view, the economic framework of contemplated development
in the yearly plan period 1997-98 to 2000-01 has been reviewed for UP. Based on past
performance, likely policy changes, and anticipated development proposals of the economic
plans, we have assessed growth prospects of UP for the following economic variables that are
considered necessary for traffic forecast.
-
4.5.1
State income
Population growth
Per capita income
State income growth perspective.

The Ninth Plan targets remain crucially dependent on substantial private sector investment
funding, particularly in the power and industry sectors, as well as in the area of agricultural
credit. The approved public sector outlay represents just one quarter of the total investment
required by the Plan. Whilst UP's required share of the total gross investment for India as a
whole may only be eight %, its ability to attract private sector investment will depend on its
competitiveness vis--vis other major States in the country and the successful implementation of
economic reforms within the State. In this context, the World Bank led initiative on various
sectoral reforms is particularly significant. The Bank has prepared an economic and fiscal
framework and governance reform program. As part of the various objectives to achieve this
support program, the UP State Roads Project feasibility study constitutes one of the elements
falling under the theme of Restructuring Infrastructure. Besides roads, the power and irrigation
sectors, by virtue of their crucial role in generating economic growth, are the other two key focus
areas of the Bank.
The immediate short term predictions for the national economy by the World Bank are for
growth in Gross Domestic Product of 6 %, slightly down from 6.8 % achieved in 1998/99. The
uptake of excess industrial capacity in the domestic economy allied with recovery in East Asian
countries and an expansion in the volume of world trade have created an environment more
favourable to robust growth in the short to medium term. Generating private sector investment in
the secondary sector, whether in agro-industry or in manufacturing directly, requires enabling
investor in utilities and transport, and in terms of the free movement of capital inflows and
outflows.
Whilst this may be necessary condition for attracting private sector funding, difficulties may still
arise in project implementation and operation, which lie outside the control of the State
Government and the State Development Corporations. This will be the case where private sector
investors experience financial problems and cash flow difficulties during or after project set up.
It should be borne in mind that, notwithstanding potential changes in UPs investor climate in
respect of political and/ or economic instability, the projected growth rates put forward in the
Ninth Five Year Plan are susceptible to these external influences. They should be seen therefore
as optimum growth targets assuming favourable and stable investment conditions, both within
UP itself and external in the investing company environments.
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October 2010


For the short to medium term, Table 4.16 sets out the different assumptions that have been made
for three alternative growth scenarios.
Table 4.16 : Economic Growth Scenarios in Uttar Pradesh in 2001-2010
Growth Scenario
High
Optimum
Growth
Medium
Positive
Growth
Low
Trendy
Growth
Assumption
Stable political and economic macro environment;
Successful implementation of World Bank fiscal and governance reform
programme;
Successful implementation of privatisation initiatives in infrastructure
and other policy and in health and education
Fluctuations in the national economy;
Upward growth outlook in the national economy;
Positive measures being taken to promote inward investment in UP;
Continued dependence on agriculture as important contributor to SDP
and associated vulnerability to external forces
Limited private sector investment;
Greater macroeconomic instability compared with other major States in
India.
The annual State Domestic Product growth estimates for UP, by principal economic sector, and
by economic region are given in Table 4.17 and Table 4.18.
Table 4.17: Annual NSDP Economic Growth Estimated by Major Sector 2001-2010
Economic Sector
Primary
Secondary
Tertiary
Growth expected per year in all
sectors
Low
2.9%
3.9%
5.2%
Growth Scenario
Medium
4.0%
7.8%
6.0%
4.0%
5.5%
High
5.1%
12.0%
6.8%
7.0%
Table 4.18 : Annual Growth Estimated by Economic Sector and

Region 2001-2010 (Medium Growth Scenario)
Economic Sector
Primary
Secondary
Tertiary
All Sectors
Uttar Pradesh
4.0%
7.8%
6.0%
5.5%
Whilst primary and tertiary sector activities are largely evenly distributed throughout UP, the
greater variation in growth rate estimated for the secondary sector reflects the expected impact of
the industrial development corridor and growth areas initiatives that have been identified in the
State's industrial policy. Because of the inherent unpredictability in medium to longer term
forecasting, forecasts of future growth in the economy are usually limited to the very short term,
covering the next twelve to eighteen month period. Acknowledging these limitations in the
forecasting process, estimates of longer-term future growth rates have been made with reference
to historical trends in State Domestic Product (SDP). The data presented earlier in Table 2.5
shows that for the eighteen years period between 1980 and 1998, the UP economy grew on
average at 4 % per annum. This overall growth masked higher economic output in the 1980s, at
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4 - 17
October 2010


4.6 % per annum, and a slowdown in growth in the 1990s, at 2.8 % per annum. The last five
year period 1993-1998 however saw growth beginning to recover to the earlier higher levels, at
3.9 % per annum.
For the second half of the twenty-year feasibility study evaluation period, 2011-2020, a single,
conservative estimate of economic growth, of four % per annum, has been assumed.
4.5.2
Population Growth Scenario

Section 4.2 has dealt with the demographic aspects of the UP economy. The section has
concluded that the RGI forecast population growth rates for UP, until 2016, appears to be in the
acceptable range for the various reasons described in Table 4.19.
Table 4.19 : Future Population Growth of UP (AACGR in %)
Year
1981-1991
1991-2001
2001-2006
2006-2011
2011-2016
Scott Wilson
Uttar Pradesh
2.41%
2.36%
2.17%
2.27%
2.27%
4 - 18
October 2010
Chapter 5
Traffic Surveys, Analysis
and Forecast
Consultancy Services for Preparation of Detailed Project Report

for Rehabilitation and Upgradation of NH stretches under NHDP-IVB
in the state of Uttar Pradesh: Meerut Bulandshahr Section (NH-235)
5.0
TRAFFIC SURVEYS, ANALYSIS AND FORECAST
5.1
Introduction

Traffic Surveys, Analysis and Forecast
This chapter presents traffic studies and analysis carried out for addressing various objectives and
issues pertaining to widening of existing project road (NH-235) to 4-lane road with paved
shoulder. The project road extends from Km 0+000 (Meerut) to Km 66+482 (Bulandshahr) and
passes through various settlements like Kharkhauda, Hapur, Gulaothi etc. Results of the analysis
will form inputs for designing the pavement, developing capacity augmentation proposals,
carrying out economic and financial analysis, design of intersections on the widened project road.
The traffic study aims at estimating the base year Average Daily Traffic and Travel
Characteristics on the project corridor and forecasting the Annual Average Daily Traffic (AADT)
for project horizon year. Various aspects of traffic study are presented in subsequent sections of
this chapter.
5.2
Identification of Homogeneous Road Sections

The project road has been divided into homogeneous road sections on the basis of traffic
generation and dispersal nodes located along the project road. The important dispersal locations
identified along the project road include:
Meerut City, start of project road

Kharkhauda
Hapur
Gulaothi
Bulandshahr, end of Project Road
Considering the above mentioned traffic distribution points, the project road have been classified
into two homogeneous road sections for the purpose of analysis and presentation of traffic and
travel characteristics. Table 5.1 gives the details of the homogeneous sections defined for the
study.
Table 5.1: Homogeneous Traffic Sections
Existing Chainage (Km)
From
To
Sec.
No
5.3
Start
(Km)
End
(Km)
Length
(Km)
Meerut (Km 0+000)
Hapur (Km 31+600)
0+000
31+600
31+600
II
Hapur (Km 31+600)
Bulandshahr (Km 66+482)
31+600
66+482
34+800
Primary Surveys Schedule

To capture traffic flow characteristics, travel pattern, speed and other characteristics related to
miscellaneous requirements on the Project Road, the following primary traffic surveys were
conducted.
Classified Traffic Volume Count (TVC)

Origin-Destination Survey (OD)
Turning Movement Survey (TMC)
Axle Load Survey (AX)
Traffic survey stations for carrying out Classified Traffic Volume Count and Origin &
Destination has been identified after a site reconnaissance study considering the following
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5-1
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parameters:
The station should represent homogeneous traffic section

The station should be outside urban and local influence
The station should be located in a reasonably level terrain with good visibility
The O-D stations should preferably be located near police stations for the convenience
and safety of stopping vehicles for roadside interview survey
The detail traffic survey schedule is presented in Table 5.2 and the survey locations shown in
Figure 5.1.
Table 5.2: Schedule of Traffic Surveys on the Project road (Meerut - Bulandshahr)
Sl.
No.
1
Type of Survey
Classified
Traffic Volume
Count
OriginDestination
Turning
Movement
Count
Survey Location
Chainage
(Km)
Date
TVC 1
Kharkhauda
18+000
11-06-2010 to 18-06-2010
TVC 2
Padau
39+000
12-06-2010 to 19-07-2010
OD 1
Kharkhauda
18+000
14-06-2010 to 15-06-2010
OD 2
Padau
39+000
21-07-2010 to 22-07-2010
TMC 1
Sikandrabad TJunction
47+900
18-06-2010 to 19-06-2010
TMC 2
Bulandshahr
Junction
66+482
18-06-2010 to 19-06-2010
Ax 1
Kharkhauda
18+000
14-06-2010 to 15-06-2010
Ax 2
Padau
39+000
21-07-2010 to 22-07-2010
S&D
Along the project

Road
08-06-2010 to 09-06-2010
Axle Load
Speed & Delay
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5-2
January 2011


Figure 5.1: Traffic Survey Location Map
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5-3
January 2011


5.4
Survey Methodology
5.4.1
Classified Traffic Volume Counts

The Classified Traffic Volume Count survey was
conducted at locations representing mid block count
station for different sections of the project road. The
Classified Traffic Volume Count was conducted
continuously for 7 consecutive days for 24 hours on
each day at each locations as recommended in IRC:
SP: 19-2001 Manual for Survey, Investigation and
Preparation of Road Projects. The vehicles were
broadly classified into fast moving / motorized and
slow moving / non-motorized vehicles, which were
Location: Km 18+000 (Kharkhauda)
further classified into specific categories of vehicles.
The groupings of vehicles were further split to capture
the tollable vehicle categories specifically and toll exempted vehicles were counted separately.
The detailed vehicle classification system is presented in Table 5.3. Traffic surveys were carried
out for both directions using manual counting method. A day was divided into two shifts of 12
hours each and different groups of enumerators with a supervisor were assigned for each shift.
The count data was recorded at 15-minute intervals for each vehicle group for each direction of
travel separately. Trained enumerators were deployed for counting and recording by making tally
marks in the five-dash system. Hourly totals were made at the end of the shift. Field proforma for
recording the data is presented in Appendix 5.1.
Table 5.3: Vehicle Classification System
Motorized / Fast Vehicles
Non-Motorized / Slow Vehicles
2-Wheeler
Bicycle
3-Wheeler
Cycle Rickshaw
Passenger Car
Animal Drawn
Utility Vehicle (Jeep, Van etc.)
Hand Cart
Bus
Mini Bus
Standard Bus
LCV
LCV-Passenger
LCV-Freight
Truck
2-Axle Truck
3-Axle Truck
MAV
Semi Articulated
Articulated
Other Vehicles Agriculture Tractor, Tractor & Trailer
5.4.2
Origin-Destination Survey
The origin-destination survey was carried out with the primary objective of studying the travel
pattern of goods and passenger traffic along the study corridor. The results have also been useful
for identifying the Influence area of the project road and estimating the growth rates of traffic on
the project road.
The O-D survey was carried out for one day at two locations along with the classified traffic
volume counts. Roadside interview method as described in IRC: 102-1988 was adopted for the
survey. The survey was carried out for both passenger and goods vehicles in both directions. The
vehicles were stopped on random sample basis with the help of police, and the drivers were
interviewed by trained enumerators to obtain the required data. During the surveys the
information pertaining to origin, destination, trip-length, commodity types, loading pattern, trip
purpose and occupancy as applicable for various vehicle types were recorded. The survey was
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5-4
January 2011


carried out for both passenger and goods vehicles in both directions. Trained enumerators under
the supervision of Traffic Engineers collected the trip characteristics using the survey forms
designed for this purpose. The Proforma used for recording the information is shown in
Appendix 5.1.
5.4.3
Turning Movement Survey

The turning movement survey was conducted at 2 major intersections falling on the project
corridor to obtain information on turning movement of traffic at all major intersections along the
project road. The survey was conducted for 24 hours with the help of trained enumerators. Each
turning movement at the intersection was recorded by deploying enumerators in sufficient
numbers at suitable locations. The data on peak hourly directional movement would be used to
analyze and design the intersection. Survey format used has been given in Appendix 5.1.
5.4.4
Axle Load Survey

Axle Load Survey was carried out at 2 locations simultaneously with O-D survey along the
project road. The main purpose for carrying out the survey was to assess the overloading pattern
on the corridor and to estimate Vehicle Damage Factor.
During the survey, Axle load of commercial vehicles, i.e. LCVs, 2-Axle, 3-Axle, Multi Axle
trucks and Buses, were weighed on random sample basis. The vehicles were stopped with the
help of police and the drivers were directed to stop their vehicles in such a way that wheel of
each axle can be weighed using portable Axle load weighing pad. The readings were recorded by
trained enumerators for each axle separately and the surveys were carried out for 48 Hours. The
Format for carrying out the survey is presented in Appendix 5.1.
5.4.5

The speed and delay survey was conducted using the moving observer method. It has been
carried out on the entire project road section between Km 0+000 to Km 66+482. The study
corridor was divided into 2 sections with 4 sub-sections based on the traffic characteristics of the
corridor. The test vehicle was run at the perceptible average speed of the traffic stream along the
project road so that the number of vehicles overtaken by the test vehicle equaled the number of
vehicles overtaking the test vehicle. The observers inside the test vehicles recorded the overtaken
vehicles, overtaking vehicles, opposite directional vehicles, travel time and stopping delay
timings along with the causes of delays. The test vehicle was made to travel on both directions of
travel covering different peak and off peak traffic flow conditions on the project road. The survey
proforma used for the study is given in Appendix 5.1.
5.5
5.5.1
Data Analysis
Analysis of Traffic Volume Count
Data collected from the site were punched into the computer and analysed using spread sheet in
MS Excel. The various vehicle types having different sizes and characteristics were converted
into a single unit called Passenger Car Unit (PCU). Passenger Car Unit for various vehicles are
adopted based on recommendations of Indian Road Congress prescribed in IRC-64-1990,
Gudelines for Capacity of Roads in Rural areas. The adopted passenger car unit values (PCU)
are presented in Table 5.4.
Table 5.4: PCU Factors Adopted for the study
Fast Vehicles
PCU Slow Vehicles PCU
Car
1.0 Hand/ Animal Cart 6.0
Mini Bus
1.5 Cycle
0.5
Standard Bus
3.0 Cycle Rickshaw
2.0
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5-5
January 2011

Fast Vehicles
PCU
LCV
1.5
2 Axle Truck
3.0
3 Axle Truck
3.0
MAV
4.5
Two Wheeler
0.5
Auto Rickshaw
1.0
Van
1.0
Agricultural Tractor & Trailer 4.5
Source - IRC: 64 1990
5.5.2

Slow Vehicles
PCU
Average Daily Traffic (ADT)

Traffic volume count data collected for 7 days at each location were averaged to determine the
Average Daily Traffic (ADT). Traffic volume count summary sheets for various locations are
presented in Appendix 5.2. The location wise ADT by vehicle type is presented in the Table 5.5.
Table 5.5: Average Daily Traffic
Vehicle Type
Passenger Cars
Two Wheeler
Three Wheelers
Minibus
Standard Buses
Tempo/ LCV
2-Axle Truck
3-Axle Truck
Multi Axle Vehicles
Tractors
HEM / EMV
Bycycles
Cycle Rickshaw
Hand/ Animal Cart
Ambulance/ Police/
Total Exempted
Military/ VIP
Motorised Traffic
Total Vehicles
Total
Motorised Traffic
Total PCUs
Total
Tollable Traffic
Vehicles
PCUs
PCUs
Scott Wilson
5-6
Location
NH 235 (KM 18+000) NH 235 (KM 39+000)
Kharkhauda
Padau
4992
4619
242
90
6210
4520
418
159
0
0
64
49
723
688
1106
1405
1170
1784
1592
1735
171
189
241
226
19
13
820
417
174
88
149
140
4
5
0
2
16954
1143
18097
22919
1654
24573
10079
18299
8019
6273
0
2
15485
646
16130
23868
1227
25095
10571
20418
5559
4677
January 2011


The highest average daily traffic in terms of vehicles (18,097 vehicles) is observed at Km
18+000 (Kharkhauda) and PCUs (25,095 PCUs) is observed at Km 39+000 (Padau). It has been
observed from the above table that, mode wise daily traffic flow at Km 39+000 (Padau) consists
of higher freight traffic compared to the other location. The higher PCU observed at Km 39+000
is because of more freight traffic movement along the section.
5.5.3

Seasonal correction factors by vehicle types are required to account for variations in the pattern
of traffic volume on the project road sections over different seasons of the year. These factors are
derived based on the month wise fuel sale data collected from different fuel stations situated
along the project road section. The month wise petrol and diesel sale data from different filling
stations along the project road has been collected for the period April 2009 to June2010. These
data has been used to arrive at the seasonal variation in the traffic on the project road. The month
wise fuel sale data used for calculating seasonal correction factor is presented in Appendix 5.3.
The SCF is calculated separately for petrol driven and diesel driven vehicles on the project road.
The adopted SCF for the different vehicles are given in Table 5.6.
Table 5.6: Adopted Seasonal Correction Factor
Vehicle Type
SCF
Car
0.973
Utility Vehicle
0.973
2W
0.973
Auto
0.956
Bus
0.956
LCV
0.956
Trucks
0.956
Tractor Trailer
0.956
The seasonal correction factors presented above are used to convert Average Daily Traffic to
Annual Average Daily Traffic (AADT) for various homogeneous sections of the project road.
Section wise AADT thus obtained is shown in Table 5.7.
Table 5.7: Annual Average Daily Traffic
Vehicle Type
Location
NH 235 (KM 18+000) NH 235 (KM 39+000)
Kharkhauda
Padau
4857
4494
236
87
6042
4398
400
152
0
0
61
47
691
658
1058
1344
1119
1706
1522
1659
164
180
Passenger Cars
Two Wheeler
Three Wheelers
Minibus
Standard Buses
Tempo/ LCV
2-Axle Truck
3-Axle Truck
Multi Axle Vehicles
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5-7
January 2011

Vehicle Type
Tractors
HEM / EMV
Bycycles
Cycle Rickshaw
Hand/ Animal Cart
Total Exempted
Ambulance/ Police/
Military/ VIP
Motorised Traffic
Total Vehicles
Total
Motorised Traffic
Total PCUs
Total
Tollable Traffic
Vehicles
PCUs
PCUs

Location
NH 235 (KM 18+000) NH 235 (KM 39+000)
Kharkhauda
Padau
231
217
18
13
820
417
174
88
149
140
4
5
0
2
16405
1143
17549
22060
1654
23713
9726
17589
7822
6124
0
2
14963
646
15609
22945
1227
24172
10189
19607
5420
4565
The summary of Classified Traffic Volume Count for all locations is presented in Table 5.8 and
Table 5.9 below.
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5-8
January 2011


Table 5.8: Summary of Classified Traffic Volume Count at Km 18+000

Name of the Road: Meerut to Bulandshahr Section of NH 235 (Km 18+000)
Direction:
NH 235 (Km 18+000)
27.58 1.34 34.32 2.31 0.00 0.35 3.99
6.11
6.47
8.80 0.95 1.33 0.11 4.53

PEAK CHARACTERISTICS
49
66
34
46
Tractors
0.1%
SALIENT FEATURES
Passenger Motor: 12,654 Vehs 69.9%
Trucks
17.6%
Non Motorized: 1,143 Vehs 6.3%
Total AADT 17,549 Vehs 23,713 PCU

15000
Significant Peak Hour: 10:00-11:00
LCV/Tem
po
6.1%
7.0
6.4
5.6
5.3
562
592
620
680
700
559
749
619
10:00-11:00
19:00-20:00
600
Hourly Variation
500
400
300
200
100
Car/Jeep
28.9%
5-9
23:00-24:00
22:00-23:00
21:00-22:00
20:00-21:00
19:00-20:00
18:00-19:00
17:00-18:00
16:00-17:00
15:00-16:00
0
14:00-15:00
Auto
Rickshaw
2.3%
Tollable Vehicles
Car/Jeeps 5,234
LCV/Mini Buses 1,170
Truck/Buses 3,484
Multi-Axle Trucks 171
Heavy Const Mach 19
13:00-14:00
Buses
4.3%
Days of the Week
1369
1299
Peak Hour Traffic: 1,369 PCU 5.6%
5000
1262
1151
% Share
Goods Motorized: 4,300 Vehs 23.8%
Sc/Mc
Total ADT 18,097 Vehs 24,573 PCU
34.3%
10000
0
0
49.7
12:00-13:00
ADT (in PCU)
0
0
49.5
00:00-01:00
01:00-02:00
02:00-03:00
03:00-04:00
04:00-05:00
05:00-06:00
06:00-07:00
07:00-08:00
08:00-09:00
09:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-24:00
Grand Total
NMTs
6.3%
20000
Scott Wilson
0
0
50.3
11:00-12:00
21275
9
11
50.5
10:00-11:00
23673
22
8
Directional Split:
29
Time Period
(Hours)
470
441
347
255
309
367
354
439
524
619
749
672
597
576
510
570
561
634
606
619
405
517
510
558
12210
09:00-10:00
25448
76
58
28
194
174
132
103
141
231
245
364
447
535
700
601
497
471
407
467
473
548
543
559
336
307
248
225
8949
08:00-09:00
23795
3
1
24573
100
27
Bulandshahar To
Meerut (DN)
392
369
340
295
394
406
461
497
575
656
620
628
549
579
582
549
608
656
648
680
548
492
393
448
12363
07:00-08:00
25982
22
14
18097
26
Meerut To
Bulandshahar (UP)
166
142
138
116
168
228
293
363
441
567
562
560
499
505
494
484
517
588
599
592
412
306
205
204
9148
06:00-07:00
25689
25000
4
3
TrafficComposition(InVehicle)
Weekly Traffic Variation

30000
26150
35
51
25
3.51
3.30
2.80
2.24
2.86
3.15
3.31
3.81
4.47
5.19
5.57
5.29
4.66
4.70
4.45
4.55
4.76
5.25
5.10
5.29
3.88
4.10
3.67
4.09
100
05:00-06:00
45
30
24
1.99
1.75
1.49
1.21
1.71
2.54
2.97
4.02
4.91
6.09
6.97
6.41
5.51
5.40
4.98
5.25
5.47
6.28
6.31
6.36
4.13
3.39
2.50
2.38
100
04:00-05:00
3
3
862
811
687
550
703
773
814
936
1099
1274
1369
1301
1146
1155
1092
1119
1169
1290
1254
1299
953
1009
903
1006
03:00-04:00
0
0
0.96 0.83 0.02 0.00 0.01
360
316
270
219
309
459
537
727
888
1101
1262
1160
996
977
900
951
990
1137
1141
1151
748
614
452
430
02:00-03:00
33
19
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
01:00-02:00
551
481
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
23
Hourly (%age)
(Both Direction)
00:00-01:00
17
17
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
4
22
Vehicle (No.)
360
343
0
0
0
1
4
7
12
15
13
12
9
8
6
6
3
3
4
9
13
11
6
4
1
0
149
21
Total Number
(Both Direction)
PCU
% Share
20
Vehicle
0
0
0
0
2
4
11
14
12
20
22
12
10
7
6
6
12
11
11
8
3
3
1
0
174
19
PCU
1
0
0
1
4
35
37
65
58
72
76
56
52
36
35
34
29
64
66
58
30
6
4
0
820
71
47
33
35
56
101
124
152
235
289
360
345
284
291
274
286
317
345
350
343
240
192
127
96
4992
10:00-11:00
19:00-20:00
15
2
18
1
11
2
8
1
7
8
9
7
7
7
4
13
2
15
3
16
4
22
4
14
4
15
4
12
4
11
2
15
6
12
5
13
1
17
3
14
3
10
11
5
14
4
23
5
171 241
0
0
0
0
0
1
0
1
1
1
3
1
3
1
1
1
1
0
1
1
1
1
0
0
19
00:00-01:00
01:00-02:00
02:00-03:00
03:00-04:00
04:00-05:00
05:00-06:00
06:00-07:00
07:00-08:00
08:00-09:00
09:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-24:00
Grand Total
18
Toll Exempted
Vehicle
114
118
105
76
90
69
63
38
51
46
35
40
46
55
54
46
47
42
36
51
49
95
101
126
1592
17
PCU
82
73
56
52
49
45
32
36
41
42
34
45
37
36
35
38
45
41
31
46
43
62
74
94
1170
Cycle Rickshaw
3-Axle Truck
41
27
31
20
32
32
26
34
40
50
49
61
50
56
63
70
56
66
60
66
52
51
40
32
1106
Bycycles
2-Axle Truck
16
18
18
15
19
22
25
32
32
41
45
47
37
41
42
39
38
44
36
30
27
21
19
17
723
16
HEM / EMV
Tempo/ LCV
1
1
2
0
3
2
2
2
3
4
3
3
4
6
5
5
4
3
4
3
1
1
1
1
64
Tractors
Standard Buses
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Multi Axle Vehicles
Minibus
Goods Vehicle
1
1
0
2
7
12
23
27
33
39
33
28
19
29
23
23
21
23
28
19
14
7
3
1
418
15
Non Motorized
Vehicle
NH 235 (Km 18+000)

11 Jun 10 to 18 Jun 10
Vehicle
14
PCU
13
Vehicle
12
Police/ Military
Trucks
11
10
Hand/ Animal Cart
Ambulance/ Police/
Military/ VIP
7
8
9
Motorized Vehicles
Passenger Vehicle
4
11
3
9
3
7
3
4
5
23
7
107
7
159
10
283
10
341
15
452
17
551
9
487
16
413
12
385
10
335
12
371
5
393
13
455
18
470
17
481
18
251
10
143
10
53
8
25
242 6210
Three Wheelers
Other Passenger
Vehicles
Two Wheeler
Passenger Cars
Time Period
(Hours)
Utility Vehicle (Jeep,

Van)
Location:
Date:
Time Period
Sc/Mc
LCV/Tempo
Auto Rickshaw
Trucks
Car/Jeep
Tractors
Buses
NMTs
January 2011


Table 5.9: Summary of Classified Traffic Volume Count at Km 39+000

Name of the Road: Meerut to Bulandshahr Section of NH 235 (Km 39/000)
Direction:
NH 235 (Km 39/000)
62
78
117
110
2
3
21
76
0
1
0
0
3
2
19
28
141
123
14
16
Tractors
0.1%
30809
NMTs
4.0%
30000
26281
26218
22235
0
0
2
1
0
0
0
0
SALIENT FEATURES
1116
1010
1022
848
931
1024
900
1000
968
1024
1045
1097
1149
1037
979
903
1137
1168
1127
1075
1046
1121
1192
1178
16130
25095
100
481
594
27
28
Time Period
(Hours)
4.45
4.02
4.07
3.38
3.71
4.08
3.59
3.98
3.86
4.08
4.16
4.37
4.58
4.13
3.90
3.60
4.53
4.65
4.49
4.28
4.17
4.47
4.75
4.70
100
249
247
208
207
237
229
236
326
338
391
383
438
487
392
370
358
400
428
431
433
336
296
282
288
7989
583
578
495
455
497
442
383
489
448
497
477
559
640
545
525
485
528
561
538
576
489
490
558
599
12437
232
190
219
170
203
358
348
370
396
404
419
425
388
356
324
303
436
467
462
395
357
338
312
272
8142
533
432
528
392
434
582
517
510
520
527
567
538
509
492
455
418
609
607
589
498
557
631
634
579
12658
3.0
3.7
4.4
4.7
29
Bulandshahar To
Meerut (DN)
2.98
2.70
2.65
2.34
2.73
3.64
3.62
4.31
4.55
4.93
4.97
5.35
5.42
4.63
4.30
4.09
5.19
5.55
5.53
5.14
4.30
3.93
3.68
3.47
100
Directional Split:
1116
1192
26
Meerut To
Bulandshahar (UP)
49.5
49.6
50.5
50.4
249
282
583
558
232
312
533
634
00:00-01:00
01:00-02:00
02:00-03:00
03:00-04:00
04:00-05:00
05:00-06:00
06:00-07:00
07:00-08:00
08:00-09:00
09:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-24:00
Grand Total
% Share
00:00-01:00
22:00-23:00
350
Hourly Variation
300
Passenger Motor: 10,133 Vehs 62.8%
Sc/Mc
28.0% Non Motorized: 646 Vehs 4.%
22514
0
0
481
436
428
377
440
587
584
696
735
795
802
863
874
747
694
660
837
895
893
829
693
633
594
560
Total ADT 16,130 Vehs 25,095 PCU
20000
Total AADT 15,609 Vehs 24,172 PCU
15000
Significant Peak Hour: 22:00-23:00
250
200
150
Peak Hour Traffic: 1,192 PCU 4.7%
100
10000
LCV/Tem
po
8.7%
50
5 - 10
23:00-24:00
22:00-23:00
21:00-22:00
20:00-21:00
19:00-20:00
18:00-19:00
17:00-18:00
16:00-17:00
15:00-16:00
14:00-15:00
13:00-14:00
12:00-13:00
11:00-12:00
10:00-11:00
09:00-10:00
08:00-09:00
07:00-08:00
06:00-07:00
05:00-06:00
Car/Jeep
29.2%
0
04:00-05:00
Buses
4.6%
Days of the Week
LCV/Mini Buses 1,455

Truck/Buses 4,206
Multi-Axle Trucks 189
Heavy Const Mach 13
03:00-04:00
02:00-03:00
Auto Tollable Vehicles

Rickshaw Car/Jeeps 4,708
1.0%
01:00-02:00
5000
00:00-01:00
ADT (in PCU)
22180
0
2
Goods Motorized: 5,352 Vehs 33.2%
Trucks
24.4%
25432
0
0
TrafficComposition(InVehicle)
Weekly Traffic Variation

35000
25000
0
4
0.55 0.87 0.03 0.00 0.01
25
PCU
10.75 1.17 1.40 0.08 2.59

PEAK CHARACTERISTICS
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
2
24
Vehicle
11.06
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
23
Hourly (%age)
(Both Direction)
PCU
8.71
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
5
22
Vehicle
28.63 0.56 28.02 0.99 0.00 0.31 4.27
2
0
1
2
6
7
8
12
11
11
9
8
10
8
7
6
7
8
8
5
1
0
1
0
140
21
Total Number
(Both Direction)
PCU
0
0
0
0
2
8
5
5
6
6
9
8
5
5
4
3
5
3
9
4
1
0
0
0
88
20
Vehicle
0
0
0
6
12
18
35
45
30
24
19
22
17
13
14
14
18
27
42
29
20
10
2
1
417
19
PCU
0
1
2
0
0
0
2
0
0
0
0
1
1
1
0
0
1
2
0
1
0
1
0
0
13
% Share
99
149
14
0
15
1
14
2
11
4
10
6
15
14
7
9
5
13
1
12
3
12
5
15
6
18
3
15
4
15
4
13
4
13
6
14
6
13
2
14
4
13
8
5
11
3
16
4
15
1
189 226
18
Toll Exempted
NH 235 (Km 39/000)

12 Jun 10 to 19 Jun 10
Vehicle (No.)
141
114
121
89
100
80
63
54
42
40
38
39
44
47
44
38
52
45
39
58
86
98
123
138
1735
17
Police/ Military
Trucks
117
107
107
87
86
77
64
66
55
49
53
48
60
52
58
48
65
65
62
51
74
106
110
117
1784
Cycle Rickshaw
62
69
55
47
48
48
37
48
60
50
57
52
72
66
65
59
65
68
57
53
51
67
78
71
1405
Bycycles
3-Axle Truck
19
22
26
26
20
20
21
24
25
36
32
35
38
35
34
33
35
36
35
33
27
29
28
20
688
16
HEM / EMV
2-Axle Truck
3
1
2
3
2
1
1
3
2
2
1
2
3
1
1
2
3
2
5
2
1
5
2
1
49
Tractors
Tempo/ LCV
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Multi Axle Vehicles
Standard Buses
Goods Vehicle
0
1
1
2
5
7
6
14
10
11
11
13
10
9
8
7
10
10
8
6
8
3
1
1
159
15
Non Motorized
Vehicle
Vehicle
14
00:00-01:00
01:00-02:00
02:00-03:00
03:00-04:00
04:00-05:00
05:00-06:00
06:00-07:00
07:00-08:00
08:00-09:00
09:00-10:00
10:00-11:00
11:00-12:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-24:00
Grand Total
00:00-01:00
22:00-23:00
Scott Wilson
13
12
Hand/ Animal Cart
11
Minibus
21
16
17
34
56
156
175
231
272
300
297
322
321
239
219
216
283
319
313
279
180
121
76
54
4520
10
Three Wheelers
2
1
2
1
0
1
2
2
2
11
3
5
5
7
4
5
4
5
6
5
9
4
3
3
90
Ambulance/ Police/
Military/ VIP
7
8
9
Motorized Vehicles
Passenger Vehicle
99
88
76
65
86
134
149
175
206
240
252
285
270
245
220
214
269
285
292
287
220
175
149
136
4619
Other Passenger
Vehicles
Two Wheeler
Passenger Cars
Time Period
(Hours)
Utility Vehicle (Jeep,

Van)
Location:
Date:
Time Period
Sc/Mc
LCV/Tempo
Auto Rickshaw
Trucks
Car/Jeep
Tractors
Buses
NMTs
January 2011

5.5.4


The Consultant has studied the daily variation of traffic over the survey duration for each
location. Daily variation of traffic during different days of week at Km 18+000 (Kharkhauda)
and Km 39+000 (Padau) in terms of Vehicles and PCUs has been illustrated in Figure 5.2.
DAILY TRAFFIC VOLUME SUMMARY NH 235 (KM 18+000) (in Vehicles)
DAILYTRAFFICVOLUMESUMMARYNH235(KM18+000)(inPCUs)
25000
NMT
30000
Tractors
25000
20000
3 Axle, MAV, HEM &

2 Axle Trucks
20000
15000
LCV
15000
Buses
10000
Three Wheelers
10000
Two Wheeler
5000
5000
Ambulance/ Police/
Military/ VIP
0
Cars
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Monday
Sunday
Tuesday
Wednesday
Thursday
Friday
Saturday
Sunday
DAILYTRAFFICVOLUMESUMMARYNH235(KM39/000)(inPCUs)
DAILY TRAFFIC VOLUME SUMMARY NH 235 (KM 39/000) (in Vehicles)

25000
35000
NMT
Tractors
30000
3 Axle, MAV, HEM &

25000
20000
2 Axle Trucks
15000
20000
LCV
15000
Buses
10000
Three Wheelers
10000
Two Wheeler
5000
5000
Ambulance/ Police/
Military/ VIP
0
Cars
Monday
Tuesday
Wednesday
Thursday
Friday
Saturday
Monday
Sunday
Tuesday
Wednesday
Thursday
Friday
Saturday
Sunday
Figure 5.2: Daily Traffic Variation

From the above figure, the daily variation of traffic along the project road has been observed to
vary among each survey station. The salient features at each location are as follows:
5.5.5
At Km 18+000 (Kharkhauda), slight variation in traffic flow has been observed from
Tuesday to Saturday and higher traffic flow is observed on Sunday & Monday. The highest
traffic flow in terms of vehicle has been observed on Monday and lowest traffic flow on
Friday.
At Km 39+000 (Padau), slight variation of daily traffic flow has been recorded except on
Saturday. The highest daily traffic flow has been observed on Saturday and lowest on
Tuesday.
The general pattern of daily traffic recorded varies at all the locations
Hourly Variation and Peak Hour Share of Traffic

Analysis has been carried out to study the hourly variation and peak hour traffic characteristics.
Hourly variations of traffic for various modes at each survey location have been illustrated
pictorially in Figure 5.3.
Scott Wilson
5 - 11
January 2011


HOURLYTRAFFICVARIATIONATNH235(KM18+000)(inVehicles)
NMT
3Axle,MAV,HEM&Police/MilitaryTrucks
LCV
ThreeWheelers
Ambulance/Police/Military/VIP
Tractors
2AxleTrucks
Buses
TwoWheeler
Cars
1400
HOURLYTRAFFICVARIATIONATNH235(KM18+000)(inPCUs)
1200
1600
1400
1000
1200
800
1000
600
800
600
400
400
200
200
HOURLYTRAFFICVARIATIONATNH235(KM39/000)(inVehicles)
NMT
3Axle,MAV,HEM&Police/MilitaryTrucks
LCV
ThreeWheelers
Ambulance/Police/Military/VIP
Tractors
2AxleTrucks
Buses
TwoWheeler
Cars
1000
HOURLYTRAFFICVARIATIONATNH235(KM39/000)(inPCUs)
900
1400
800
1200
700
600
1000
500
800
400
600
300
400
200
200
100
0
Figure 5.3: Hourly Variation of Traffic

The above figures depict that freight and passenger traffic movement occurs throughout the
entire day at all the locations. Among the passenger traffic, two-wheelers and cars has been
observed to be the pre-dominant mode at each location along the project road section. It is also
clearly observed that a significant movement of freight traffic takes place during nights and early
in the mornings.
The Peak Hour share is defined as the ratio of the traffic volume in PCUs during the peak hour to
the traffic volume in PCUs in a day. The variation of morning and evening peak hour share at
each count location on the project road has been presented in the Table 5.10
Scott Wilson
5 - 12
January 2011


Table 5.10: Peak Hour Traffic

Survey Location
Km 18+000
(Kharkhauda)
Km 39+000
(Padau)
Morning Peak Peak Hour Flow

duration
PCUs Peak hour
share (%)
10:00-11:00 1369
5.6
00:00-01:00
1116
4.4
Evening Peak Peak Hour Flow

duration
PCUs Peak hour
share (%)
19:00-20:00 1299
5.3
22:00-23:00
1192
4.7
It is observed that along the project road, morning peak hour has been observed at 10:00 to 11:00
hours and evening peak hours at 19:00 to 20:00 hours at Km 18+000 (Kharkhauda). The peak
hour at Km 39+000 (Padau) occurs around midnight because of higher freight traffic movement.
The morning peak hour traffic share varies from 4.4 to 5.6 percent and 4.7 to 5.3 percent during
the evening peak hours.
5.5.6
The directional traffic data was analyzed to establish the directional distribution of traffic. The
observed variation of directional traffic in terms of percentage at each survey location has been
presented in the Table 5.11. The directional distribution is almost equal in both directions at all
the three locations.
Table 5.11: Directional Distribution Share
S
No.
Directional Distribution (%) in PCU

Meerut to
Bulandshahr to
Bulandshahr
Meerut
Location
NH 235 (Km 18+000)

Kharkhauda
50%
50%
NH 235 (Km 39+000) Padau
50%
50%
The directional traffic distribution is similar at both the locations with equal share of traffic in
both the directions.
5.5.7
Traffic Composition
The traffic composition on the project road has been analyzed to derive the vehicle mode which
travels on the project road and the travel pattern. The composition of traffic as observed at
various survey locations is presented in Figure 5.4.
Scott Wilson
5 - 13
January 2011

TRAFFIC COMPOSITION AT NH 235 (KM 18+000) Average Vehicles
Tractors
1%
Non Motorised
Traffic
6%
3 Axle, MAV,
HEM & Police/
Military Trucks
10%
Cars
29%
2 Axle Trucks
7%
LCV
6%
Ambulance/
Police/ Military/
VIP
0%
Buses
5%
TRAFFIC COMPOSITION AT NH 235 (KM 18+000) Average PCUs

Non
Motorised
Traffic
Tractors
Cars
7%
4%
21%
Ambulance/
Police/
Military/VIP
0%
3Axle,MAV,
HEM&
Police/
Military
Trucks
23%
TwoWheeler
13%
Three
Wheelers
2%
2AxleTrucks
14%
Two Wheeler
34%
Three
Wheelers
2%

LCV
7%
Buses
9%
TRAFFIC COMPOSITION AT NH 235 (KM 39/000) Average PCUs

Non
Motorised
Tractors Traffic
Cars
5%
4%
19%
Ambulance/
Cars
Police/
29%
Military/VIP
0%
3Axle,MAV,
HEM&
Police/
Military
TwoWheeler
Trucks
9%
24%
Three
Ambulance/
Wheelers
Police/ Military/
1%
VIP
TRAFFIC COMPOSITION AT NH 235 (KM 39/000) Average Vehicles
3 Axle, MAV,
HEM & Police/
Military Trucks
12%
Tractors
1%
Non Motorised
Traffic
4%
2 Axle Trucks
11%
LCV
9%
0%
Buses
9%
Buses
5%
Three
Wheelers
1%
Two Wheeler
28%
2AxleTrucks
21%
LCV
8%
Figure 5.4: Composition of Traffic

The above shows that the share of total motorized traffic is about 95% of the total traffic at both
the locations. This indicates the project road has been governed by motorized traffic. Twowheelers and Cars constitute about 60% of the total traffic at both locations. The contribution of
freight vehicular traffic is higher at Km 39+000 (Padau) with 32% of the total traffic and 23% at
Km 18+000 (Kharkhauda). In PCU terms, freight traffic contributes to 54% of traffic at Km
39+000 and 44% at Km 18+000. Among the freight vehicles, 2-Axle and 3-Axle trucks have
been recorded as the predominant mode of traffic. The share of Bus traffic is 5% at both the
locations.
5.6
5.6.1
Analysis of O-D Survey Data

Data Checking
The collected data were entered into the computer and checked manually. Incorrect entries were
corrected by cross-checking it with original field data sheets. The data was also checked for
inconsistencies. The checking included:
Code number exceeding highest code
Matching vehicle type with commodity carried
Vehicle type with their corresponding lead/load/occupancy for any inconsistencies
Scott Wilson
5 - 14
January 2011


The checked and corrected data were used for final analysis. Table 5.12 presents the validated
size of sample collected at the O-D locations.
Table 5.12: Sample Size of O-D Survey
S No
1
2
3
4
5
6
7
8
5.6.2
Location
NH 235 (Km 18+000)
NH 235 (Km 39+000)
Mode
Total Sample Sample % Total Sample Sample %
Passenger Cars
4857 632
13.0
4494 577
12.8
Utility Vehicle (Jeep, Van) 236
34
14.4
87
38
43.6
Minibus
61
20
32.9
47
31
65.6
Standard Buses
691 510
73.8
658 202
30.7
Tempo/ LCV
1058 181
17.1
1344 148
11.0
2-Axle Truck
1119 225
20.1
1706 195
11.4
3-Axle Truck
1522 200
13.1
1659 249
15.0
Multi Axle Vehicles
164
30
18.3
180
25
13.9
Zoning System
The zoning system has been defined by district level at the first stage and states at the second.
The project corridor lies entirely within the state of Uttar Pradesh. Also, it was observed that
most of the traffic on the project road was to and from within the state. With a view to
understand the distribution of trips within the state forty eight districts in the state of Uttar
Pradesh have been assigned separate zone codes. Outside of Uttar Pradesh complete states have
been taken as zones and assigned separate codes. In all, total 73 traffic zones have been
considered for the analysis of project road. Out of which 72 zones have been considered in the
entire country and the neighboring country Nepal has been considered as one zone since freight
movement have been recorded during the OD survey.
The districts, through which the project road passes namely Meerut and Bulandshahr are termed
as internal zones, while the rest of the zones are considered external. The traffic zones considered
for travel analysis is listed in Table 5.13.
Table 5.13: Adopted Zoning System for the Study
Zone No
Zone Name
1010 Uttar Pradesh-Agra
1011 Uttar Pradesh-Aligarh
1012 Uttar Pradesh-Allahabad
1013 Uttar Pradesh-Auraiya
1014 Uttar Pradesh-Badaun
1015 Uttar Pradesh-Baghpat
1016 Uttar Pradesh-Bahraich
1017 Uttar Pradesh-Ballia
1018 Uttar Pradesh-Banda
1019 Uttar Pradesh-Bareilly
1020 Uttar Pradesh-Bijnor
1021 Uttar Pradesh-Bulandshahr
1022 Uttar Pradesh-Chandauli
1023 Uttar Pradesh-Etah
1024 Uttar Pradesh-Etawah
1025 Uttar Pradesh-Faizabad
1026 Uttar Pradesh-Farrukhabad
1027 Uttar Pradesh-Fatehpur
1028 Uttar Pradesh-Firozabad
Scott Wilson
5 - 15
Zone No
Zone Name
1100 Andhra Pradesh
1200 Assam
1300 Bihar
1400 Chandigarh
1500 Chhattisgarh
1600 Delhi
1700 Goa
1800 Gujarat
1900 Haryana
2000 Himachal Pradesh
2100 Jammu Kashmir
2200 Jharkhand
2300 Karnataka
2400 Kerala
2500 Madhya Pradesh
2600 Maharashtra
2700 Manipur
2800 Orissa
2900 Punjab
January 2011


Zone No
Zone Name
Zone No
Zone Name
1029 Uttar Pradesh-Gautam Buddha Nagar 3000 Rajasthan
1030 Uttar Pradesh-Ghaziabad
3100 Tamil Nadu
1031 Uttar Pradesh-Ghazipur
3200 Uttrakhand
1032 Uttar Pradesh-Gonda
3300 West Bengal
1033 Uttar Pradesh-Gorakhpur
3400 Nepal
1034 Uttar Pradesh-Hamirpur
2410 Maharashtra-Mumbai
1035 Uttar Pradesh-Hardoi
1036 Uttar Pradesh-Jalaun
1037 Uttar Pradesh-Jhansi
1038 Uttar Pradesh-Amroha
1039 Uttar Pradesh-Kannauj
1040 Uttar Pradesh-Kanpur Nagar
1041 Uttar Pradesh-Kasganj
1042 Uttar Pradesh-Lucknow
1043 Uttar Pradesh-Hathras
1044 Uttar Pradesh-Mahoba
1045 Uttar Pradesh-Mainpuri
1046 Uttar Pradesh-Mathura
1047 Uttar Pradesh-Meerut
1048 Uttar Pradesh-Mirzapur
1049 Uttar Pradesh-Moradabad
1050 Uttar Pradesh-Muzaffarnagar
1051 Uttar Pradesh-Pilibhit
1052 Uttar Pradesh-Pratapgarh
1053 Uttar Pradesh-Rampur
1054 Uttar Pradesh-Saharanpur
1055 Uttar Pradesh-Sonbhadra
1056 Uttar Pradesh-Unnao
1057 Uttar Pradesh-Varanasi
5.6.3
Commodity Groups
The different commodities recorded during the O-D survey have been classified in twenty-four
categories as given in Table 5.14. Due consideration has been given to include all possible
commodities and to categorize them into homogeneous groups.
Table 5.14: Classification of Commodities
S. No
Commodity Type
1 Food grains / Pulses & Spices
2 Milk, Fruits &Vegetables
3 Processed / Packaged Food / Edible Oil
4 Cotton / Bales / Cotton or Synthetic Yarn / Fibres
5 Textiles / Clothing / Readymade Garments
6 Leather Products
7 Handicrafts
8 Petroleum Products / HSD / Petrol
9 Minerals and Ores
10 Iron & Steel (Aluminum or Metal) Rods / Bars / Sheets
11 Metal Scrap
12 Timber / Wood and Products
13 Paper
14 Coke / Coal
Scott Wilson
5 - 16
January 2011


S. No
Commodity Type
15 Automobiles
16 Machines & Auto Spare Parts
17 Rubber / Plastics
18 Tyres
19 Chemicals / Fertilizers
20 Pharmaceutical Products
21 Building Materials
22 Electronic / Computers / Electrical Appliances
23 Others
24 Empty
5.6.4
Expansion Factors and Development of Origin-Destination Matrices

The origin-destination details were collected from the trip makers during the O-D survey on
sample basis by stopping and interviewing the fast moving vehicles. The sample size varied for
different survey locations depending upon the quantum of traffic volume moving on the road.
Sampling rate varied with the changes in traffic flow during different parts of the day at the same
location as well. Care has been taken to eliminate any element of bias in the sampling method.
Since the data was collected on the sample basis, expansion factors are required to replicate the
pattern as reflected in the sample to the total number of vehicular trips made during the day.
These expansion factors are calculated separately for each class of vehicle. For Example if xc
is the number of cars interviewed and Xc is the total number of cars counted during the day,
then Xc/xc would be the expansion factor for Cars.
OD Matrices are developed to assess the traffic movement pattern. These matrices actually
provide distribution of trips for each zone as various inter-zonal movements take place. The
vehicle wise O-D matrices for each survey locations are developed by multiplying the sample OD matrix obtained from the survey data with the expansion factor.
O-D matrices for different vehicle type for each location in the project road are presented in
Appendix 5.4. On the basis of O-D matrices, travel pattern of the vehicles moving on the project
road is discussed below.
Commodity Analysis
During the O-D surveys, information of goods pertaining to commodity and tonnage were
recorded along with the origin and destination details.
The information so collected was analyzed to assess the kind of goods movement on the project
road. The commodity wise goods movement pattern at all locations across different vehicle
categories in terms of percent share has been presented in Table 5.15.
Table 5.15: Commodity Wise Goods Movement Pattern (%)
Commodity Types
NH 235 (Km 18+000) NH 235 (Km 39+000)

Kharkhauda
Padau
Tempo/
LCV
2-Axle
Truck
3-Axle
Truck
Multi
Axle
Tempo/
LCV
2-Axle
Truck
3-Axle
Truck
Multi
Axle
5.6.5
Food grains / Pulses & Spices

Milk, Fruits &Vegetables
Processed / Packaged Food / Edible Oil
Cotton / Bales / Cotton or Synthetic Yarn /
Scott Wilson
5 - 17
3.76
13.51
2.56
0.00
2.70
5.37
3.70
0.00
0.00
6.59
0.49
0.00
0.00
7.93
0.00
0.00
0.56
8.73
3.40
0.00
4.05
9.83
2.60
0.00
2.80
6.80
4.75
0.00
0.00
0.00
0.00
0.00
January 2011

NH 235 (Km 18+000) NH 235 (Km 39+000)

Kharkhauda
Padau
Tempo/
LCV
2-Axle
Truck
3-Axle
Truck
Multi
Axle
Tempo/
LCV
2-Axle
Truck
3-Axle
Truck
Multi
Axle
Commodity Types

Fibres
Textiles / Clothing / Readymade Garments
Leather Products
Handicrafts
Petroleum Products / HSD / Petrol
Minerals and Ores
Iron & Steel (Aluminum or Metal) Rods /
Bars / Sheets
Metal Scrap
Timber / Wood and Products
Paper
Coke / Coal
Automobiles
Machines & Auto Spare Parts
Rubber / Plastics
Tyres
Chemicals / Fertilizers
Pharmaceutical Products
Building Materials
Electronic / Computers / Electrical
Appliances
Others
Empty
Total
2.05
2.73
1.20
2.73
0.00
5.47
0.92
2.63
1.85
4.55
3.06
9.63
0.00
0.00
0.00
1.97
4.06
2.46
0.00
0.00
0.00
0.00
0.00
19.82
4.57
3.65
1.67
0.86
3.10
2.23
2.60
2.05
0.50
4.08
2.58
1.53
3.66
3.61
1.98
2.43
4.02
1.57
0.00
0.00
0.00
7.95
0.00
8.06
0.00
5.13
2.05
1.20
2.22
1.02
0.00
0.00
0.00
0.00
1.02
0.00
1.39
3.99
3.10
0.00
0.86
1.32
0.00
0.92
2.24
0.92
3.17
0.92
0.00 0.00 2.54 2.05

2.49 0.00 1.98 1.05
1.48 0.00 11.62 11.31
0.00 0.00 1.98 3.60
1.48 3.96 0.00 1.03
1.52 5.56 0.56 0.50
0.49 0.00 1.98 2.58
0.00 0.00 2.54 4.15
0.00 0.00 4.57 1.53
0.00 0.00 0.56 0.50
24.64 11.89 1.73 0.00
0.00 0.00 1.67 1.05
4.39
1.22
6.82
4.88
0.79
1.63
0.80
2.00
3.22
0.41
7.85
1.18
0.00
0.00
0.00
0.00
0.00
7.95
0.00
0.00
0.00
0.00
11.98
0.00
4.10 2.67 7.93 6.75 2.84 1.55 4.49 8.06

49.24 44.09 44.39 44.08 36.65 39.28 28.70 56.01
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
The predominant commodity plying on the project corridor has been observed as milk, fruits &
vegetables, iron & steel, paper and building materials. It can be observed that at Km 18+000
(Kharkhauda), the major commodity transported by LCV is milk, fruits and vegetables, 2-axle
transports iron & steel, and 3-Axle trucks transport mainly building materials. The major
commodities transported by MAVs are Iron & steel, building materials and Milk. At Km 39+000
(Padau), the major commodity transported by LCV, 2-Axle and 3-axle trucks are paper, milk and
fruits & vegetables. The other main commodity transported by 3-axle trucks is building
materials. The major commodities transported by MAVs are building materials, iron & steel,
machines & auto spares and petroleum products. High share of empty vehicle has also been
observed on the corridor.
5.6.6
Travel Pattern
To understand the travel pattern of vehicular trips along the project road, O-D has been analyzed
for through traffic and local traffic. Through traffic is the traffic, which traverses the project
road entirely or partly but originates and destined beyond the traffic analysis zones along the
project corridor (internal zones). Local traffic is the traffic which moves partially on the project
road i.e., the traffic which is either originated or terminated; or both originated and terminated
within the traffic analysis zones along the project road (internal zones). Travel pattern observed
on the project road is as shown in Table 5.16.
Scott Wilson
5 - 18
January 2011


Table 5.16: Share of Travel Pattern (%)

Vehicle Type
Passenger Car
Utility Vehicle
(Jeep, Van etc.)
Mini Bus
Bus
LCV
2 Axle Truck
3 Axle Truck
MAV
InternalInternalInternal Zones External Zones

33.68
24.76
37.95
15.28
39.17
54.48
22.89
15.17
15.45
5.57
25.21
17.07
31.28
25.88
23.14
18.91
ExternalInternal Zones
30.54
32.63
ExternalExternal Zones
11.02
14.14
28.01
19.77
26.63
25.14
18.10
20.07
7.62
8.68
19.20
33.81
43.31
55.45
The analysis of travel pattern reveals that among freight traffic, about 38% of freight traffic are
through traffic to the project corridor and another 23% of freight traffic are destined traffic.
Among the passenger traffic, almost 41% of the passenger trips are completed with the
surrounding areas of the project road and about 10% of the passenger trips are through traffic.
The travel pattern of goods and passengers along the project road has been presented pictorially
by means of desire line diagram. The desire line diagram for OD-Goods Vehicles and ODPassenger Vehicles are shown in Figure 5.5, Figure 5.6, Figure 5.7, Figure 5.8, Figure 5.9, and
Figure 5.10.
Scott Wilson
5 - 19
January 2011


Figure 5.5: Desire Line Diagram for OD Goods Vehicles for both locations
Scott Wilson
5 - 20
October 2010


Figure 5.6: Desire Line Diagram for OD Passenger Vehicles for both locations
Scott Wilson
5 - 21
October 2010


Figure 5.7: Desire Line Diagram for OD Goods Vehicles at Km 18+000 (Kharkhauda)
Scott Wilson
5 - 22
October 2010


Figure 5.8: Desire Line Diagram for OD Goods Vehicles at Km 39+000 (Padau)
Scott Wilson
5 - 23
October 2010


Figure 5.9: Desire Line Diagram for OD Passenger Vehicles at Km 18+000 (Kharkhauda)
Scott Wilson
5 - 24
October 2010


Figure 5.10: Desire Line Diagram for OD Passenger Vehicles at Km 39+000 (Padau)
Scott Wilson
5 - 25
October 2010

Lead Load Analysis

The O-D survey data has also been analyzed to obtain lead and load ranges for various categories
of trucks. Different categories of freight vehicles viz. LCV, 2/3 axle trucks and multi axle trucks
are distributed on the basis of spectrum developed using various load and lead ranges. The lead
distribution for passenger and freight vehicles at each location in terms of percentage has been
presented in Table 5.17 and Table 5.18 respectively.
Table 5.17: Lead Distribution of Passengers Vehicles (%)
Bus
Passenger
Car
Utility
Vehicle
Minibus
Bus
NH 235 (Km 18+000) NH 235 (Km 39+000)

Kharkhauda
Padau
Passenger
Car
Utility
Vehicle
Minibus
Lead Range (Km)
Less than 20 Km
13.8 24.3 0.0 0.0 7.9 2.2 0.0 0.0
20 to 40 Km
36.2 36.5 48.2 28.0 5.3 11.3 9.1 6.3
40 to 80 Km
30.0 33.1 41.5 46.5 54.1 32.2 62.5 72.4
80 to 100 Km
4.0 0.0 0.0 0.2 19.5 30.4 0.0 1.0
100 to 200 Km
7.2 2.5 6.8 4.7 4.6 8.3 9.1 5.3
200 to 500 Km
8.3 3.6 3.5 18.6 8.1 15.7 19.3 14.1
500 to 1000 Km
0.6 0.0 0.0 2.0 0.6 0.0 0.0 1.0
Greater than 1000 Km 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
Table 5.18: Lead Distribution of Freight Vehicles (%)
2-Axle
Truck
3-Axle
Truck
MAV
LCV
NH 235 (Km 18+000) NH 235 (Km 39+000)

Kharkhauda
Padau
2-Axle
Truck
3-Axle
Truck
MAV
Lead Range (Km)
LCV
5.6.7

Less than 20 Km
9.9 1.4 2.7 0.0 9.6 4.1 2.2 25.0
20 to 40 Km
33.5 21.5 9.9 13.6 14.6 6.4 4.7 4.2
40 to 80 Km
36.6 24.0 20.8 27.2 33.6 35.0 25.6 16.7
80 to 100 Km
3.9 3.8 11.4 4.4 6.3 7.4 8.9 0.0
100 to 200 Km
9.9 18.9 10.3 0.0 16.3 12.6 14.1 8.3
200 to 500 Km
5.6 28.1 40.0 35.5 17.9 28.7 36.3 33.5
500 to 1000 Km
0.5 2.4 4.9 19.3 1.7 5.8 8.3 12.4
Greater than 1000 Km 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
The above analysis reveals that at Km 18+000 (Kharkhauda), 80% of passenger car trips, 94% of
Utility vehicle trips and 75% of Bus trips are completed within 80 kms whereas 90% of minibus
trips have a trip length of 20-40 kms. Long distance Bus trips contribute about 18% with a trip
length of 200-500 kms. At km 39+000 (Padau), more than 58% of all passenger vehicle trips are
completed within 80 kms and maximum trips within 40-80 km ranging from 33.5% for Utility
Vehicle trips to 72.45 for Bus trips. The contribution of long distance are, 8% of passenger cars,
10.8% of Utility vehicle, 14% of Bus trips, 195 of Minibus trips with a trip length of 200-500
kms. The average trip length of passenger cars and bus is similar at both locations.
Scott Wilson
5 - 26
October 2010


For freight traffic, at Km 18+000 (Kharkhauda), 80% of LCV trips are completed within 80 kms
and another 15% within 100-500 kms, 47% of 2-axle truck trips are within 0-80 kms and another
47% within 100-500 kms, 33% of 3-axle truck trips are within 0-80 kms and another 50% within
100-500 kms, 40% of MAV trips are within 0-80 kms and another 35% within 100-500 kms.
Majority of LCV and 2-axle truck trips are short haul trips and 45% of 3-axle and 55% of MAV
trips are long haul trips. At km 39+000 (Padau), maximum freight traffic trips are covered within
0-80 kms and 100-500 kms range. The majority of freight traffic trips are short haul trips and
about 45% of 3-Axle and MAV trips are long haul trips. The average trip lengths of 2-axle and 3axle trucks are similar at both locations; higher trip length for MAV is observed at Km 18+000.
The average trip length of all modes on the project road is presented in the given Table 5.19
below.
Table 5.19: Average Trip Length
Mode
Average Trip Length (Km)

NH 235 (Km 18+000) NH 235 (Km 39+000) All
Kharkhauda
Padau
Passenger Cars
89
91
90
45
97
59
Minibus
66
110
85
Standard Buses
117
119
118
Tempo/ LCV
67
116
95
2-Axle Truck
208
184
194
3-Axle Truck
276
264
270
Multi Axle Vehicles
322
241
280
The distribution of load among various freight vehicles observed at each location is presented in
the Table 5.20.
Table 5.20: Load Distribution of Freight Vehicles (%)
Empty
Less than 2
2-4
4-6
6 - 10
10 - 15
15 - 20
20 - 25
25 - 30
30 - 35
Greater than 35
Total
2-Axle
Truck
3-Axle
Truck
MAV
LCV
2-Axle
Truck
3-Axle
Truck
MAV
LCV
Load Range (Tonnes) NH 235 (Km 18+000) NH 235 (Km 39+000)

Kharkhauda
Padau
52.4 44.5 44.4 44.1 36.7 39.3 28.7 56.0

11.1 4.5 0.0 0.0 12.4 2.1 0.0 0.0
12.7 2.3 4.5 0.0 23.9 1.0 1.6 0.0
12.4 3.6 0.0 2.8 15.2 3.7 0.8 8.1
9.3 6.8 4.5 0.0 9.5 22.4 3.1 7.9
1.1 10.6 4.0 0.0 1.7 19.4 7.5 8.1
1.1 17.6 7.5 7.9 0.6 7.4 20.0 0.0
0.0 5.6 5.6 0.0 0.0 3.1 16.5 4.0
0.0 4.5 21.2 0.0 0.0 1.6 15.8 0.0
0.0 0.0 8.4 0.0 0.0 0.0 5.6 0.0
0.0 0.0 0.0 45.2 0.0 0.0 0.4 16.0
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
The analysis of loading pattern indicates that major share of LCV carries load ranges upto 10
tonnes, 2 axle trucks carries load ranges mostly between 15-20 tonnes and 3 axle truck carries
load ranges between 25-30 tonnes. It has been also observed that MAV has varying load
distribution ranging from 35 tonnes and above.
Scott Wilson
5 - 27
October 2010


The average load carried by freight vehicles on the project road is presented in Table 5.21.
Table 5.21: Average Load
Mode
Average Load (Tonnes)

including Empty Vehicles excluding Empty Vehicles
Tempo/ LCV
2.5
4.1
2-Axle Truck
6.7
11.4
3-Axle Truck
13.0
20.4
Multi Axle Vehicles
14.9
29.9
5.6.8
Trip Frequency Distribution

The trip frequency distribution of different mode of vehicles plying on the project road has been
analyzed. The average trip frequency distribution of each mode of vehicle plying on the corridor
is presented in Table 5.22. From the table, it can be clearly seen that passenger vehicles traveling
along the project road are occasional travelers whereas more than 78% of Bus and Minibus travel
daily. Among the freight traffic, about 20% of LCV and 2-Axle truck travel along the project
more than 2/3 times a week, 35% of LCV and 2-Axle truck travels atleast once a month. The
highest share of 3-Axle truck and MAV has been recorded with a monthly and occasionally trip
frequency.
Tempo/
LCV
2-Axle
Truck
3-Axle
Truck
Multi Axle
Vehicles
Bus
Trip Frequency
Passenger
Cars
Utility
Vehicle
Minibus
Table 5.22: Average Trip Frequency Distribution (%)
Daily
1.8 2.2 90.2 78.6 9.8 5.7 5.2 8.2
2/3 Times a week 16.2 11.6 7.0 19.3 18.6 16.0 16.2 8.1
Weekly
6.3 11.8 1.3 1.0 19.4 12.4 12.1 19.3
Monthly
18.4 40.6 0.0 0.0 16.3 26.2 28.2 46.1
Occassionaly
57.3 33.6 1.5 1.1 35.7 39.7 38.3 18.2
Total
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
5.7
5.7.1
Analysis of Turning Movement Survey Data

Peak Hour Traffic
Data Analysis of turning movement at major intersection reveals that morning peak hour is 06:00
to 07:00 hours at Sikandrabad T-Junction and 00:00 to 01:00 hours at Bulandshahr Junction and
evening peak hour is 18:00 to 19:00 hours and 13:00 to 14:00 hours respectively.
The respective peak hour and peak traffic volumes during the survey at the major intersections
are presented in following Table 5.23.
Table 5.23: Peak Hour Traffic at Intersections
Location
ADT
(PCUs)
Km 47+900
(Sikandrabad)
44000
Scott Wilson
Morning Peak
Evening Peak
Peak
Peak
All
Peak
Peak
All
Duration Directions Hour Duration Directions Hour
(Hours) total of daily Share (Hours) total of daily Share
flows (PCUs) (%)
flows (PCUs) (%)
0600 to
2601
5.9
1800 to
2834
6.4
0700
1900
5 - 28
October 2010

Location
ADT
(PCUs)
Km 66+482
(Bulandshahr)
83138

Morning Peak
Evening Peak
Peak
All
Peak
Peak
All
Peak
Duration Directions Hour Duration Directions Hour
(Hours) total of daily Share (Hours) total of daily Share
flows (PCUs) (%)
flows (PCUs) (%)
0000 to
3515
4.2
1300 to
4844
5.8
0100
1400
The highest peak hour traffic has been observed at Bulandshahr. The peak hour share has been
observed to vary from 4.2% to 6.4% at different junctions. Maximum traffic is observed at
Bulandshahr Junction due to major cross roads to Aligarh and Ghaziabad.
Hourly turning movement data for peak hours for major intersections is analyzed for the junction
design. The Turning movement diagrams and data of these junctions would also be used for
identifying major movement streams and predominant modes at the junctions for geometric
designs and preparation of junction improvement plans. The turning movement flow diagrams
and turning movement data is presented in Appendix 5.5.
5.7.2
Analysis and Improvement Proposal

The analysis has been carried out for assessment of grade separation requirements at each of the
selected major junctions on the project road. The average daily traffic of cross roads and peak
hour traffic in terms of PCUs at each junction has been projected with the adopted traffic growth
rate for the project road estimated as per guidelines provided in Clause 5.5.4 of IRC:SP:84-2009
Manual of Specifications & Standards for four Lanning of National Highways on Public Private
Partnership and IRC:108-1996 Guidelines for Traffic Prediction on Rural Highways. The
forecasted average daily traffic of cross roads at each Junction is summarized in Table 5.24.
Table 5.24: Projected Average Daily Traffic of Cross Roads at Junctions
Junction
Average Daily traffic in PCUs

(Cross Roads to the Project Road)
Base Year 5 Year 10 Year 15 Year 20 Year
2011
2016
2021
2026
2031
Km 47+900
(Sikandrabad)
7278
10412
15037
21931
30575
Km 66+482
(Bulandshahr)
45815
65134
91748
129604
177580
Peak hour share has been observed varying in between 4.2% and 6.4% at different junctions. The
peak hour share has been adopted as per the peak hour share at the specific junction. Peak hour
forecasted traffic at Junction is summarized in Table 5.25.
Table 5.25: Projected Peak Hour Traffic at Junctions
Junction
Adopted Peak
Hour Share
Km 47+900 (Sikandrabad)
Km 66+482 (Bulandshahr)
6.4%
5.8%
Peak Hour traffic in PCUs

(Total in all arms)
Base Year 5 Year 10 Year 15 Year 20 Year
2011
2016 2021
2026
2031
2816
4110 5985
8750 12245
4822
6941 9888 14113 19471
As the project road is mostly passing through many cross roads, improvement proposals at the
Scott Wilson
5 - 29
October 2010


major junctions on the project road are worked out as per the conditions provided in Clause
2.13.2 of IRC: SP: 84-2009, Manual of Specifications & Standards for four Lanning of National
Highways on Public Private Partnership and IRC: 92-1985 Guidelines for the Design of
Interchange in Urban Areas which states that:
The vehicular under/overpass structure shall be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes
shall also be provided across other categories of roads carrying an average daily traffic of
more than 5000 Passenger Car Units (PCUs) on the date of inviting bids.
An Interchange may be justified when an at-grade intersection fails to handle the volume
of traffic resulting in serious congestion and frequent choking of the intersection. This
situation may arise when the total traffic of all the arms of the intersection is in excess
10,000 PCUs per hour.
As per the present traffic volume on the cross roads, both junctions warrants a grade separator as
the present average daily traffic is more than 5000 PCUs. The Junction wise improvements are
presented in Table 5.26.
Junction
Km 47+900
(Sikandrabad)
Km 66+482
(Bulandshahr)
5.8
5.8.1
Table 5.26: Junction wise Improvement

Type of
Cross Road
Proposed
Junction
Details
Improvement
Three
Right - To
Grade Separator
Arms Jn. Sikandrabad
Grade Separator
Four
Straight - NHArms Jn. 91: To Aligarh
Right - NH-91:
To Ghaziabad
Remarks
Urban Section and major
arterial cross road
Roads leading to major
towns and traffic warrants
grade separator.
Analysis of Axle Load Survey Data

General
The intensity of traffic loading and the corresponding damaging power of different categories of
vehicles is an important parameter for the design of pavements. The main objective of the axle
load survey is to determine a Vehicle Damaging Factor (VDF) of each commercial vehicle and
their axle load spectrum/distribution and expected damage on pavement and extent of over
loading.
5.8.2
Location
Axle load survey was conducted for duration of about 48-hours (both direction) along with the
volume count simultaneously at both locations, Km 18+000 (Kharkhauda) and Km 39+000
(Padau) to assess the axle load spectrum on the project road and in turn to determine the Vehicle
Damage Factor (VDF) for commercial vehicles. The survey was done using portable weigh pad.
Axle load survey was conducted to cover both directional traffic and both for empty and loaded
commercial vehicles i.e. Light Goods Vehicles, 2-axle trucks, 3-axle tracks, multi-axle trucks and
buses.
5.8.3
Vehicle Damaging Factor

The Vehicle Damaging factor (VDF) is an important indexing factor for characterizing the traffic
loading on the road. The VDF can easily be computed from the axle load data by the following
formula, provided sufficiently large and fairly distributed sample of vehicles are included in the
axle load survey. The vehicle damage factor is a multiplier to convert the number of commercial
vehicles of different axle loads and axle configuration to the number of standard axle load
repetitions. It is defined as equivalent number of standard axle per commercial vehicle. The VDF
Scott Wilson
5 - 30
October 2010


varies with the vehicle axle configuration, axle loading, terrain, type of road and from region to
region.
VDF
5.8.4
Total EAL
Number of Vehicles Weighed
Load Equivalence Factors

For design purpose the variation in axle loads is usually handled through reducing the actual axle
load to Equivalent Axle Load (EAL). An equivalency is simply convenient means for indexing
the wide spectrum of actual loads to one selected value. One of the most important and useful
products of AASHO Road Test was the development of a relationship characterizing the relative
damaging effect of varying axle load on pavements in terms of equivalent 8.2 T single axle load.
This relationship sometimes referred as Fourth Power rule, has subsequently been verified by
studies reported by several agencies in different countries.
Axle Load in Kg
Single Axle Load
8160
Axle Load in Kg
Tandem Axle Load
14968
The rule states that damaging power of an axle load increases roughly as fourth power with the
weight of an axle. Any single axle load less than 8200 kg is some fractional EAL, where as any
greater single load is some multiple of EAL. In order to convert axle loads, from axle load
surveys into EAL, these are usually grouped into the intervals of 2000 kg and the frequency of
each vehicle intervals is found out. Equivalencies factors are obtained for each category from
Fourth Power rule. Product of frequency of axle load and load equivalency factors gives the
EAL for that weight class of the sample.
Total EAL=
(Number of Vehicles in each weight class Load Equivalency Factor of

weight Class)
Load equivalency factor used in the study are tabulated in Table 5.27. These equivalency factors
are based on Fourth Power rule.
Table 5.27: Load Equivalency Factors
Sl. Axle Load Category (Tonnes) Average Axle Load (Tonnes) Load Equivalency Factors
No.
Single Axle Tandem Axle
0
2
1
0.00023
0.000020
1
2
4
3
0.018
0.002
2
4
6
5
0.141
0.012
3
6
8
7
0.54
0.05
4
8
10
9
1.48
0.13
5
10
12
11
3.30
0.29
6
12
14
13
6.44
0.57
7
14
16
15
11.42
1.01
8
16
18
17
18.84
1.66
9
18
20
19
29.39
2.60
10
20
22
21
43.86
3.87
11
22
24
23
63.12
5.58
Scott Wilson
5 - 31
October 2010


Sl. Axle Load Category (Tonnes) Average Axle Load (Tonnes) Load Equivalency Factors
No.
Single Axle Tandem Axle
12
24
26
25
88.10
7.78
13
26
28
27
119.87
10.59
14
28
30
29
159.53
14.09
15
30
32
31
208.30
18.40
16
32
34
33
267.48
23.63
17
34
36
35
338.46
29.90
18
36
38
37
422.71
37.34
19
38
40
39
521.79
46.09
20
40
42
41
637.35
56.30
21
42
44
43
771.10
68.11
22
44
46
45
924.89
81.69
23
46
48
47
1100.60
97.22
24
48
50
49
1300.24
114.85
25
50
52
51
1525.88
134.78
26
52
54
53
1779.68
157.20
27
54
56
55
2063.91
182.30
28
56
58
57
2380.89
210.30
29
58
60
59
2733.05
241.41
Axle Load Spectrum Analysis
Axle load spectrum analysis was done location wise, direction wise and vehicle wise. Various
parameters were arrived and the same are described below:
Vehicle Damage Factor Values
The vehicle damage factor values were arrived for each vehicle type, location wise and direction
wise and are presented in Table 5.28.
Table 5.28: Vehicle Damage Factors Meerut-Bulandshahr Section on NH-235
VDF Values
NH-235 (Km 18+000)
NH-235 (Km 39+000)
MeerutBulandshahr
BulandshahrMeerut
Both
MeerutBulandshahr
BulandshahrMeerut
Both
Type of Vehicle
5.8.5
Bus
0.593
1.340
0.953
0.670
0.616
0.643
LCV
0.675
0.625
0.652
0.268
0.395
0.331
2-Axle
7.561
5.684
6.742
7.491
6.144
6.807
3-Axle
7.993
4.788
6.335
8.947
6.205
7.703
MAV
4.250
6.332
5.499
5.188
8.343
6.971
The VDF values of Bus and LCV are higher at Km 18+000, VDF values for 2-Axle truck is
similar at both locations, and VDF values for 3-axle trucks and MAVs are higher at Km 39+000.
Scott Wilson
5 - 32
October 2010


Sample Size
The sample size of axle load survey is presented in Table 5.29 and Table 5.30.
Table 5.29: Sample Size of Axle Load Survey at location Km 18+000 (Kharkhauda)
Type of
Vehicle
Bus
Meerut-Bulandshahr
Vehicle
Total
Sample
Sampled Vehicles
Size
42
386
10.9%
Bulandshahr-Meerut
Vehicle
Total
Sample
Sampled Vehicles
Size
39
337
11.6%
LCV
106
556
19.1%
88
550
16.0%
2-Axle
84
575
14.6%
65
595
10.9%
3-Axle
84
807
10.4%
90
784
11.5%
MAV
14
76
18.4%
21
95
22.1%
Total
330
2401
13.7%
303
2361
12.8%
Table 5.30: Sample size of axle load survey at location Km 39+000 (Padau)
Type of
Vehicle
Bus
LCV
2-Axle
3-Axle
MAV
Total
Meerut-Bulandshahr
Vehicle
Total
Sample
Sampled Vehicles
Size
37
333
11.1%
87
692
12.6%
123
874
14.1%
130
856
15.2%
10
97
10.3%
387
2852
13.6%
Bulandshahr-Meerut
Vehicle
Total
Sample
Sampled Vehicles
Size
38
355
10.7%
87
714
12.2%
127
910
14.0%
108
878
12.3%
13
91
14.3%
373
2948
12.7%
Gross Vehicle Weight Distribution

The percentage of vehicles exceeding their legal gross weight is presented in Table 5.31, Table
5.32, Table 5.33 and Table 5.34. The axle load data and their analysis are presented in
Appendix 5.6.
Scott Wilson
5 - 33
October 2010


Table 5.31: Meerut to Bulandshahr Km 18+000 (Kharkhauda)

S. No. Type of
Vehicle
1
2
3
4
5
6
7
8
9
Bus
LCV
2-Axle
3-Axle
MAV-4A
MAV-4B
MAV-5A
MAV-5B
MAV-6
Permissble Gross weight

Exceeding Permissible Gross Weight
(In Tonnes)
(in Numbers)
FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Total
Weight Number
6.6 8.16
14.8
0
4
0
42
6.6 6.60
13.2
0
13
5
106
6.6 8.16
14.8 12
50
40
84
6.6
14.97
21.6 25
53
51
84
6.6 8.16
14.97
29.7
3
7
10
10
10
6.6
22.90 29.5
0
0
0
0
6.6
14.97
14.97
36.5
0
4
2
4
6.6 8.16
22.90 37.7
0
0
0
0
0
6.6
14.97
22.90 44.5
0
0
0
0
0
Percentage (%)
FAW RAW Tandem1&2 Tridem Gross
Weight
0.0
9.5
0.0
0.0 12.3
4.7
14.3 59.5
47.6
29.8
63.1
60.7
30.0 70.0
100.0
100.0
0.0
0.0
100.0
50.0
Maximum
Gross
weight
(tonnes)
12.94
18.75
28.60
39.44
35.65
0.00
40.06
0.00
0.00
Minimum
Gross
weight
(tonnes)
8.23
2.91
3.89
8.79
31.20
0.00
15.86
0.00
0.00
Maximum
Gross
weight
(tonnes)
12.94
18.75
28.60
39.44
35.65
0.00
40.06
0.00
0.00
Minimum
Gross
weight
(tonnes)
8.23
2.91
3.89
8.79
31.20
0.00
15.86
0.00
0.00
Table 5.32: Bulandshahr to Meerut Km 18+000 (Kharkhauda)

S. No. Type of
Vehicle
1
2
3
4
5
6
7
8
9
Bus
LCV
2-Axle
3-Axle
MAV-4A
MAV-4B
MAV-5A
MAV-5B
MAV-6
Scott Wilson

(In Tonnes)
(in Numbers)
Total
Weight Number
6.6 8.16
14.8
0
4
0
42
6.6 6.60
13.2
0
13
5
106
6.6 8.16
14.8 12
50
40
84
6.6
14.97
21.6 25
53
51
84
6.6 8.16
14.97
29.7
3
7
10
10
10
6.6
22.90 29.5
0
0
0
0
6.6
14.97
14.97
36.5
0
4
2
4
6.6 8.16
22.90 37.7
0
0
0
0
0
6.6
14.97
22.90 44.5
0
0
0
0
0
5 - 34
Percentage (%)
Weight
0.0
9.5
0.0
0.0 12.3
4.7
14.3 59.5
47.6
29.8
63.1
60.7
30.0 70.0
100.0
100.0
0.0
0.0
100.0
50.0
October 2010


Table 5.33: Meerut to Bulandshahr Km 39+000 (Padau)

S. No. Type of
Vehicle
1
2
3
4
5
6
7
8
9
Bus
LCV
2-Axle
3-Axle
MAV-4A
MAV-4B
MAV-5A
MAV-5B
MAV-6

(In Tonnes)
(in Numbers)
Total
Weight Number
6.6 8.16
14.8
0
4
0
37
6.6 6.60
13.2
0
3
0
87
6.6 8.16
14.8 34
77
70
123
6.6
14.97
21.6 51
78
70
130
6.6 8.16
14.97
29.7
3
4
4
4
10
6.6
22.90 29.5
0
0
0
0
6.6
14.97
14.97
36.5
0
0
0
0
6.6 8.16
22.90 37.7
0
0
0
0
0
6.6
14.97
22.90 44.5
0
0
0
0
0
Percentage (%)
Weight
0.0 10.8
0.0
0.0
3.4
0.0
27.6 62.6
56.9
39.2
60.0
53.8
30.0 40.0
40.0
40.0
Maximum
Gross
weight
(tonnes)
13.48
11.00
28.40
40.90
45.62
0.00
0.00
0.00
0.00
Minimum
Gross
weight
(tonnes)
6.84
2.90
3.86
8.17
11.96
0.00
0.00
0.00
0.00
Table 5.34: Bulandshahr to Meerut Km 39+000 (Padau)

S. No. Type of
Vehicle
1
2
3
4
5
6
7
8
9
Bus
LCV
2-Axle
3-Axle
MAV-4A
MAV-4B
MAV-5A
MAV-5B
MAV-6
Scott Wilson

(In Tonnes)
(in Numbers)
Total
Weight Number
6.6 8.16
14.8
0
2
0
38
6.6 6.60
13.2
0
7
1
87
6.6 8.16
14.8 21
60
46
127
6.6
14.97
21.6 28
0
71
64
108
6.6 8.16
14.97
29.7
6
9
8
9
11
6.6
22.90 29.5
0
0
0
0
0
6.6
14.97
14.97
36.5
0
0
0
0
2
6.6 8.16
22.90 37.7
0
0
0
0
0
6.6
14.97
22.90 44.5
0
0
0
0
0
5 - 35
Percentage (%)
FAW
0.0
0.0
16.5
25.9
54.5
0.0
Maximum
Gross weight
(tonnes)
RAW Tandem1&2 Tridem Gross
Weight
5.3
0.0
13.04
8.0
1.1
14.50
47.2
36.2
29.70
65.7
59.3
38.70
81.8
72.7
81.8
47.20
0.00
0.0
0.0
0.0
25.27
0.00
0.00
Minimum
Gross
weight
(tonnes)
7.44
2.36
5.58
8.45
18.20
0.00
12.08
0.00
0.00
October 2010

5.9

Analysis of Speed and Delay Survey Data

Speed and delay survey data has been analyzed to obtain information on the journey speed and
running speed on the different sections of project road. Table 5.35 shows journey and running
speed estimated on the sections of the project road
Table 5.35: Observed Speed along Project Road
Sub
Section
section
II
From
To
Meerut
(Hapur
Hapur
Adda
Bypass
Junction)
Hapur
Bypass
Hapur
Length
(Km)
26
2.5
Journey Speed
(Km / Hr)
Reasons for
Delay
(where
Up Down Average Up Down Average Up Down
applicable)
57.5 59.7
16.9 21.3
Meerut
Section (Hapur
Hapur
28.5 47.4 51.6
Total Adda
Junction)
Hapur
1
Hapur
3
39.3 34.7
Bypass
Hapur
2
Bulandshahr 32.4 61.7 62.9
Bypass
Section
Hapur
Bulandshahr 35.4 58.9 62.9
Total
Corridor Total
63.9 53.2 62.9
58.6
Running Speed
(Km / Hr)
57.5 59.7
58.6
Delay
(Secs)
0.0
0.0
19.1
23.1 22.6
22.9
Railway
Crossing,
Construction
145.0 25.0 Works &
Urban
Congestion
at Hapur
49.5
50.8 52.2
51.5
145.0 25.0
37.0
39.3 34.7
37.0
0.0
0.0
62.3
61.7 62.9
62.3
0.0
0.0
58.9
58.9 58.8
58.9
0.0
0.0
54.3
55.0 55.7
55.3
It has been observed that average journey speed from Meerut to Bulandshahr direction along the
project road is about 54.3 kmph. Higher average journey speed has been observed in Section-II
(Hapur to Bulandshahr) with a speed of 58.9 kmph. The difference in the average journey speed
and average running speed is because of the delay at the railway crossing in Hapur, construction
work of ROB and Congestion in Hapur.
5.10
Traffic Forecast
Long term forecasting of traffic on project road during the time horizon of the study is required
for pavement design and assessing the economic and financial viability of the proposed
investment. The traffic growth rates established for this study are based on the elasticity
procedure outlined in IRC: 108-1996 Guidelines for Traffic Prediction on Rural Highways. In
the elasticity approach, a relationship is established between traffic and socio-economic
indicators of influence area. The results of O-D analysis on the project road sections indicate that
the primary influence on traffic on the project road is from within the state of Uttar Pradesh. The
highest traffic on the project road is generated from Meerut district followed by Bulandshahr and
Ghaziabad. Other states having significant influence on traffic generation are Delhi and
Uttrakhand. The methodology thus adopted incorporates the perspective growth envisaged in the
economic indicators of these project influence area and the changes in transport demand
elasticity over a period of time. Traffic growth rates by vehicle type, for the project road sections,
have been forecasted for a period of 30 years with the horizon year as 2041.
5.10.1 Transport Demand Elasticity

The Consultant has used elasticity approach for determining the growth rates of future traffic.
Scott Wilson
5 - 36
January 2011


This involved establishing a quantitative relationship between traffic growth as the dependent
variable and growth in NSDP/ GDP as the independent variable. The methodology involved
fitting log-log regression equations to the time series data.
The results of O-D analysis on the project road section indicate that the state of Uttar Pradesh has
the highest influence on traffic moving on the project road section. The shares of traffic for other
PIA zones as per the O-D pattern have been presented in the Table 5.36 below.
Table 5.36: Mode wise PIA Percentage Share
Zone Name
Cars
Buses
Trucks
Uttar Pradesh
93.1
96.4
86.1
Rajasthan
0.1
0.4
0.6
Uttrakhand
3.4
2.0
5.1
Haryana
0.1
0.1
1.1
Delhi
2.1
0.2
1.6
Himachal Pradesh
0.0
0.0
0.2
Maharashtra
0.0
0.1
1.0
Madhya Pradesh
0.6
0.3
1.0
West Bengal
0.2
0.0
0.5
Punjab
0.2
0.1
0.6
Bihar
0.0
0.0
0.2
Andhra Pradesh
0.0
0.0
0.4
Gujarat
0.0
0.0
0.4
Tamil Nadu
0.0
0.0
0.2
Karnataka
0.0
0.0
0.2
Orissa
0.0
0.0
0.6
Chandigarh
0.1
0.0
0.0
Chhattisgarh
0.0
0.0
0.2
Jammu Kashmir
0.2
0.0
0.0
Jharkhand
0.0
0.1
0.0
Nepal
0.0
0.2
0.0
Total
100
100
100
Total
90.2
0.3
4.1
0.6
1.8
0.1
0.4
0.7
0.3
0.4
0.1
0.2
0.2
0.1
0.1
0.3
0.1
0.1
0.1
0.0
0.0
100
As the time series traffic data on project road is not available, elasticity values are established by
using registered vehicles as dependent variable and the states NSDP as independent variable.
Further, for states that have a minor share of trip-ends or for which the vehicle registration data
was not available, it was deemed suitable to use national level elasticity. The arrive elasticity
values of each project influence region/ states has been weighted by the trip end factor as
revealed from the O-D survey results.
The details of regression analysis between vehicle registration and state NSDP and the transport
demand elasticity arrived by vehicle type for each project influence area and the weighted
transport demand elasticity as depicted by the O-D survey result are presented in Table 5.37 and
Table 5.38. It may be noted that the state of Uttar Pradesh is showing significantly higher
demand elasticity for passenger vehicles and lower elasticity for goods vehicles compared to
national average. With most of the traffic on the project road coming in from within the state it
may be expected to experience significantly higher growth in passenger traffic and moderate
growth in goods traffic. The details of regression analysis between vehicle registration and state
NSDP is given in Appendix 5.7.
Scott Wilson
5 - 37
January 2011


Table 5.37: Transport Demand Elasticity using Vehicle Registration Data of PIA
Vehicle Type Independent Variable R2 Value Elasticity Value
Car
GDP of India
0.991
1.593
NSDP of Uttar Pradesh
0.921
3.327
NSDP of Uttrakhand
0.968
2.207
NSDP of Delhi
0.992
1.110
NSDP of Madhya Pradesh 0.562
1.885
NSDP of Haryana
0.957
3.529
NSDP of Punjab
0.947
3.402
NSDP of Rajasthan
0.920
2.033
2 Wheeler GDP of India
0.984
1.973
0.974
3.111
2.338
NSDP of Rajasthan
0.939
1.979
Bus
GDP of India
0.993
1.153
0.949
1.506
NSDP of Uttrakhand
0.458
2.227
NSDP of Delhi
0.982
1.769
1.846
NSDP of Haryana
0.927
1.224
NSDP of Punjab
0.845
0.834
NSDP of Rajasthan
0.947
1.221
Truck
GDP of India
0.989
1.392
0.700
1.099
NSDP of Uttrakhand
0.530
2.207
NSDP of Delhi
0.962
0.466
1.099
NSDP of Haryana
0.931
2.425
NSDP of Punjab
0.849
1.929
NSDP of Rajasthan
0.941
1.381
Tractor
0.904
2.090
2.005
NSDP of Rajasthan
0.942
1.569
Table 5.38: Weighted Transport Demand Elasticity
Vehicle Type
Elasticity Value
Passenger Cars
3.24
Two Wheeler
3.06
Three Wheelers
1.65
Bus
1.52
Trucks
1.18
Tractors
2.09
The elasticity values obtained by using registered vehicles seem to be either underestimated or
overestimated. Therefore, elasticity value obtained by using registration data for the states has
been rationalized for the project road considering a reducing pattern of elasticity values
suggested in Road Development Plan, Vision 2021.
Scott Wilson
5 - 38
January 2011


The projected elasticity values are based on the premise that transport demand elasticity for both
freight and passenger traffic tend to decline over time as regional imbalances are corrected and
regions become self-sufficient. Moreover, irrational traffic flows are being gradually cut down,
with an increase in road network and improved accessibility. As the economy and its various
sectors grow, every region tends to become self-sufficient. The projected elasticity values
adopted in the study for 5 yearly intervals are presented in Table 5.39.
Table 5.39: Projected Transport Demand Elasticities
S No
Mode
2011-16 2017-21 2022-26 2027-31 2032-36 2037-41
1 Passenger Cars 3.24
3.24
2.77
2.37
2.02
1.73
2 Two Wheeler
3.06
3.06
2.60
2.21
1.87
1.60
3 Three Wheelers 1.65
1.65
1.40
1.19
1.01
0.86
4 Bus
1.52
1.52
1.30
1.11
0.95
0.81
5 Trucks
1.18
1.18
1.03
0.89
0.77
0.67
6 Tractors
2.09
2.09
1.78
1.51
1.28
1.09
5.10.2 Economic Perspective
5.10.2.1State Economy - Past and Present Scenario
The rate of change in NSDP at constant prices is the main economic indicator for measuring the
real growth in the economy. The time series of state income at constant prices for the NSDP of
Uttar Pradesh, Uttarakhand, Delhi, Haryana, Himachal Pradesh, Punjab, Rajasthan and
Chandigarh as published by Central Statistical Organisation has been studied to assess the past
performance of the state economy with respect to the growth of Indias GDP for a period of
almost thirty years starting from 1980-81 to 2008-09. The average annual growth rates as
obtained for the project influence states are presented in Table 5.40.
Scott Wilson
67161 24308
68738 26619
71382 27400
75865 27892
76839 30061
82890 32367
84019 33498
89684 35241
99048 37109
115387 40240
120583 41005
120207 42863
138384 44884
153643 46846
156627 48019
173906 49793
180766 53460
5 - 39
23044
25010
25523
31337
29087
28969
31751
29550
41759
40905
47322
43691
50243
46149
54577
56585
63198
74836
76630
82617
85859
87221
90639
94565
98837
111725
114833
121664
122161
123474
126535 9524
133135 10373
137436 10270
152689 10917
2224
2442
2701
3076
Delhi
Chandigarh
Uttarakhand
Uttar Pradesh
4602
4889
4717
4946
4666
5290
5678
5691
6397
7148
7327
7365
7702
8001
8781
9265
9788
Rajasthan
16893
17523
18615
19011
19752
23295
23312
22900
28477
28850
31865
32522
32511
33976
36448
37181
41563
Punjab
641921
678033
697861
752669
782484
815049
850217
880267
969702
1029178
1083572
1099072
1158025
1223816
1302076
1396974
1508378
Maharashtra
Himachal
Pradesh
1980-81
1981-82
1982-83
1983-84
1984-85
1985-86
1986-87
1987-88
1988-89
1989-90
1990-91
1991-92
1992-93
1993-94
1994-95
1995-96
1996-97
Haryana
Year
India (GDP)
Table 5.40: Average Annual Growth Rates from Time Trend
11778
12737
14344
14004
14584
16887
17981
19569
21248
23210
24208
27892
28866
30862
34576
35180
40021
January 2011
1573263 41924 10488 190741 54907 70885 151064 11049

1678410 44159 11232 198334 58067 73988 152177 11183
1786525 47345 12467 217198 61139 74174 156809 11187
1864301 51056 13262 210526 63172 71764 160015 12582
1972606 54951 13938 217963 63995 79936 162926 13179
2048286 58361 14617 232994 65085 70333 168198 14413
2222758 64282 15596 250989 69149 92712 177054 15553
2388768 69988 17099 272860 72587 90445 185920 17599
2616101 76304 18176 298759 75471 96069 195661 18645
2871120 87944 19308 327599 81060 103616 210044 20636
3129717 95499 20990 357402 86400 111070 225413
3339375 103236 0
92795 117423 240039
5.85
6.44 5.57 6.15 4.73 5.78
4.10 5.68
Delhi
Uttarakhand
Uttar Pradesh
Rajasthan
Punjab
Maharashtra
Himachal
Pradesh

Chandigarh
1997-98
1998-99
1999-00
2000-01
2001-02
2002-03
2003-04
2004-05
2005-06
2006-07
2007-08
2008-09
Growth 19812009
Growth 19942009
Growth 20002009
Haryana
Year
India (GDP)

3264
3550
3792
4274
4649
5235
5804
6397
7142
7986
9035
46506
48840
51175
53177
55222
59454
62694
69479
77389
89309
100877
9.79
7.97
8.22
6.47
7.19
6.64
5.79
4.36
6.01
4.08
5.68 9.79
6.45
8.11
5.96
5.69
4.26
4.70
4.35
7.95 10.13 7.83
It may be noted from the Table 5.40 above that Uttar Pradesh has been consistently
underperforming compared to the nation in terms of economic growth. Uttrakhand was earlier
trailing in terms of economic growth but has picked up during the period 2000-09 while Delhi
has consistently outperformed the national economy. Regression analysis was conducted with
NSDP being the dependent variable and GDP as the independent variable for different periods to
estimate likely future NSDP growth pattern based on GDP growth forecasts. The GDP forecasts
have been made based on the recent trends for the short term and long term trends for the long
term. Based on the current trends and outlook the average GDP growth has been assumed to be
7.5% per annum for the immediate 10 year period after which it has been assumed to slow down
gradually to 5.5% per annum during 2037-41 period.
The perspective growth rate for the project influencing states NSDP are presented below in
Table 5.41 below.
Table 5.41: Growth Rate in Economy
State
India
Haryana
Himachal Pradesh
Maharashtra
Punjab
Rajasthan
Uttar Pradesh
Uttrakhand
Chandigarh
Delhi
Scott Wilson
2012-16
7.50
8.06
7.71
8.25
5.81
7.45
4.99
6.89
11.48
10.14
2017-21
7.50
8.06
7.71
8.25
5.81
7.45
4.99
6.89
11.48
10.14
2022-26
7.00
7.52
7.20
7.70
5.42
6.96
4.66
6.43
10.71
9.46
5 - 40
2027-31
6.50
6.98
6.68
7.15
5.03
6.46
4.33
5.97
9.95
8.79
2032-36
6.00
6.45
6.17
6.60
4.65
5.96
4.00
5.51
9.18
8.11
2037-41
5.50
5.91
5.65
6.05
4.26
5.47
3.66
5.05
8.42
7.44
January 2011


5.10.3 Projected Traffic Growth Rates

5.10.3.1Growth Rates for Fast Vehicles (Passenger & Freight)
The traffic growth rates by vehicle type, over the time horizon of the study are given in Table
5.42 below. These growth rates are based on transport demand elasticity as presented in Table
5.39 and economic perspective for different influence areas in Table 5.41.
Table 5.42: Projected Traffic Growth Rates using Econometric Model (Figures in Percentage)
Modes
Cars
Two Wheelers
Three Wheelers
Bus
Trucks
2012-16
14.4
13.6
7.2
6.4
5.2
2017-21
12.4
11.5
6.1
5.5
4.7
2022-26
11.3
10.5
5.6
5.1
4.4
2027-31
8.9
8.2
4.4
4.0
3.7
2032-36
7.2
6.6
3.6
3.3
3.1
2037-41
5.7
5.2
2.8
2.6
2.5
As per Clause 5.5.4 of IRC: SP: 84-2009, Traffic growth rate shall be established for each
category of commercial vehicles to be considered for design of pavement. For traffic projections,
the procedure outlined in IRC: 108 may be followed. The Concessionaire shall adopt realistic
value of the rate of traffic growth, provided that annual rate of growth of commercial vehicles
shall not be adopted less than 5 percent.
Therefore the traffic growth rate of the study has been modified and adopted in view of the above
mentioned clause with the minimum annual growth rate of traffic not less than 5 percent and the
adopted traffic growth rates are given in Table 5.43.
Table 5.43: Adopted Projected Traffic Growth Rates (Figures in Percentage)
Modes
Cars
Two Wheelers
Three Wheelers
Bus
Trucks
2012-16
14.4
13.6
7.2
6.4
5.2
2017-21
12.4
11.5
6.1
5.5
5.0
2022-26
11.3
10.5
5.6
5.1
5.0
2027-31
8.9
8.2
5.0
5.0
5.0
2032-36
7.2
6.6
5.0
5.0
5.0
2037-41
5.7
5.2
5.0
5.0
5.0
5.10.3.2Growth Rates for Slow Moving Traffic

The slow moving vehicles essentially cater to short haul traffic, meeting localised demand for
transportation of passengers and goods from rural areas in up country to the nearest market towns
and urban centers. Motorised vehicles are gradually replacing these. The slow moving traffic is
not expected to have high growth rates. As such, slow moving traffic of animal drawn vehicles,
hand cart, pedal cycle and cycle rickshaws is likely to be grown on the project road by 0.43
percent per annum reducing over the years. The elasticity for agricultural tractors is very high in
the state of Uttar Pradesh. The elasticity for tractors is high in Uttar Pradesh because of the
agrarian economy and high growth of tractors as per the vehicle registration data for the state of
Uttar Pradesh. However, we have tapered off the growth in the coming years as the economy
along the project road will change.
5.11 Total Forecasted Traffic
The traffic has been forecasted as per the traffic growth rate of in the above Table 5.42. The
mode-wise forecasted traffic for each five year interval at each section is presented in Table
5.44. The detailed mode-wise forecasted traffic for each year is presented in Appendix 5.8.
Scott Wilson
5 - 41
January 2011


Table 5.44: Mode-wise Forecasted Traffic

2Auto Car Bus Truck Tractor &
Total
Wheeler
NMT
Vehicles
Location: NH 235 (KM 18+000) Kharkhauda
400 5096 752 3884
1374
17549
2011 6042
1525
29554
2016 11408 566 10007 1027 5021
1715
47820
2021 19672 762 17923 1344 6404
1954
75734
2026 32338 1001 30552 1721 8168
2217
111055
2031 48045 1278 46902 2196 10418
2485
152965
2036 66273 1631 66484 2803 13291
2742
198343
2041 85366 2081 87620 3577 16956
Location: NH 235 (KM 39+000) Padau
152 4586 705 4905
862
15609
2011 4398
216 9051 966 6270
994
25801
2016 8304
1164
41309
2021 14319 290 16271 1265 7999
1380
64945
2026 23539 381 27817 1622 10205
1618
94958
2031 34972 487 42790 2070 13021
1864
130726
2036 48241 621 60744 2642 16614
2101
169744
2041 62139 793 80140 3372 21199
Year
Total
PCUs
Total Tollable
PCUs
23713
35885
53495
79471
112412
151987
196195
17589
26310
38806
57200
80890
109839
142928
24172
35575
52046
76099
106681
143642
185442
19607
28436
41094
59506
83220
112328
145960
5.12 Capacity Analysis

Capacity analysis for the project road has been carried out in order to define the Lane
Configuration for the project road sections under the prevailing roadway and traffic conditions.
5.12.1 Capacity and Design Service Volume Guidelines
The design service volumes of four lane highway as specified by IRC: SP: 84-2009, Clause 2.17,
Manual of Specifications & Standards for Four Lanning of National Highways on Public Private
Partnership has been presented in the Table 5.45. The design service volumes adopted for
determining the Level of Service are presented in Table 5.46.
Table 5.45: Design Service Volume of Four-lane Highway in PCUs per day
Terrain
Design Service Volume in PCUs per Day

Level of Service 'B' Level of Service 'C'
Plain and Rolling
40,000
60,000
Mountaineous and Steep
20,000
30,000
Table 5.46: Design Service Volumes at Different Level of Services
Level of Service 2L 2L+PS 4L+PS 6L+PS
A
9000 10800 24000 36000
B
15000 18000 40000 60000
C
21000 25200 60000 84000
D
25500 30600 68000 102000
E
30000 36000 80000 120000
5.12.2 Capacity Analysis
The capacity analysis of the project road was done for two sections of the project road. The total
traffic on each section of the project road for the capacity analysis is as given in Table 5.47. The
projected traffic with the corresponding level of Service for total traffic and tollable traffic is
presented in Table 5.48 and Table 5.49
Scott Wilson
5 - 42
January 2011


Table 5.47: Projected Sectional Tollable Traffic in Vehicles

Section
2011 2016 2021 2026 2031 2036 2041
Section-I: Meerut (Km 0+000) to Hapur (Km 9726 16049 25663 40432 59508 82568 108143
31+600)
Section-II: Hapur (Km 31+600) to
10189 16279 25527 39635 57870 79989 104699
Table 5.48: Projected Sectional Total Traffic in PCUs with LOS

Year
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
Section-I (Meerut to Hapur)

Section-II (Hapur to Bulandshahr)
AADT (PCUs) Level of Service (LOS) AADT (PCUs) Level of Service (LOS)
2L 2L+PS 4L+PS 6L+PS
23713
D
C
A
A
24172
D
C
B
A
25664
E
D
B
A
26022
E
D
B
A
27829
E
D
B
A
28060
E
D
B
A
30233
F
D
B
A
30313
F
D
B
A
32907
F
E
B
A
32809
F
E
B
A
35885
F
E
B
A
35575
F
E
B
A
38793
F
F
B
B
38317
F
F
B
B
41962
F
F
C
B
41294
F
F
C
B
45445
F
F
C
B
44554
F
F
C
B
49277
F
F
C
B
48127
F
F
C
B
53495
F
F
C
B
52046
F
F
C
B
57814
F
F
C
B
56070
F
F
C
B
62519
F
F
D
C
60441
F
F
D
C
67666
F
F
D
C
65209
F
F
D
C
73300
F
F
E
C
70414
F
F
E
C
79471
F
F
E
C
76099
F
F
E
C
85156
F
F
F
D
81396
F
F
F
C
91227
F
F
F
D
87043
F
F
F
D
97767
F
F
F
D
93116
F
F
F
D
104815
F
F
F
E
99650
F
F
F
D
112412
F
F
F
E
106681
F
F
F
E
119406
F
F
F
E
113225
F
F
F
E
126802
F
F
F
F
120140
F
F
F
F
134676
F
F
F
F
127494
F
F
F
F
143060
F
F
F
F
135318
F
F
F
F
151987
F
F
F
F
143642
F
F
F
F
159979
F
F
F
F
151199
F
F
F
F
168340
F
F
F
F
159106
F
F
F
F
177147
F
F
F
F
167434
F
F
F
F
186423
F
F
F
F
176204
F
F
F
F
196195
F
F
F
F
185442
F
F
F
F
The present total traffic volume in both Sections along the project road is already saturated and
has reached the design service volume under Level of Service-C (LoS-C) for 2-lane with paved
shoulder configuration. Therefore, both Sections of the project highway needs up-gradation from
existing lane configuration to 4-lane with paved shoulder configuration immediately. The design
service volume of 4-lane with paved shoulder configuration under LoS-B and LoS-C on both
Sections of the project road crosses by the year 2018 and 2023 respectively. Hence, the up-
Scott Wilson
5 - 43
January 2011


gradation from 4-lane with paved shoulder configuration to 6-lane with paved shoulder
configuration on both Sections of the project highway required by the year 2018 considering the
design service volume of Los-B and same is required by the year 2023 in case of design service
volume of Los-C.
Table 5.49: Projected Sectional Tollable Traffic in PCUs with LOS
Year
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
Section-I (Meerut to Hapur)

Section-II (Hapur to Bulandshahr)
AADT (PCUs) Level of Service (LOS) AADT (PCUs) Level of Service (LOS)
17589
C
B
A
A
19607
C
C
A
A
19000
C
C
A
A
21054
D
C
A
A
20559
C
C
A
A
22640
D
C
A
A
22282
D
C
A
A
24386
D
C
B
A
24192
D
C
B
A
26311
E
D
B
A
26310
E
D
B
A
28436
E
D
B
A
28373
E
D
B
A
30545
F
D
B
A
30632
F
E
B
A
32843
F
E
B
A
33107
F
E
B
A
35352
F
E
B
A
35823
F
E
B
A
38094
F
F
B
B
38806
F
F
B
B
41094
F
F
C
B
41865
F
F
C
B
44178
F
F
C
B
45204
F
F
C
B
47533
F
F
C
B
48851
F
F
C
B
51185
F
F
C
B
52838
F
F
C
B
55165
F
F
C
B
57200
F
F
C
B
59506
F
F
C
B
61262
F
F
D
C
63590
F
F
D
C
65636
F
F
D
C
67977
F
F
D
C
70346
F
F
E
C
72694
F
F
E
C
75421
F
F
E
C
77765
F
F
E
C
80890
F
F
F
C
83220
F
F
F
C
85974
F
F
F
D
88344
F
F
F
D
91388
F
F
F
D
93795
F
F
F
D
97154
F
F
F
D
99594
F
F
F
D
103296
F
F
F
E
105763
F
F
F
E
109839
F
F
F
E
112328
F
F
F
E
115775
F
F
F
E
118366
F
F
F
E
122034
F
F
F
F
124730
F
F
F
F
128633
F
F
F
F
131437
F
F
F
F
135591
F
F
F
F
138507
F
F
F
F
142928
F
F
F
F
145960
F
F
F
F
The present tollable traffic volume in Section-I along the project road has already reached the
design service volume under Level of Service-B (LoS-B) for 2-lane with paved shoulder
configuration and the same has already crossed in case of Section-II along the project road.
Therefore, considering the design service volume of LoS-B, Section-I and Section-II of the
project highway needs immediate up-gradation from existing lane configuration to 4-lane with
paved shoulder configuration. However, Section-I and Section-II of the project road crosses the
design service volume under LoS-C of 2-lane with paved shoulder configuration by the year
2016 and 2015 respectively. Considering the design service volume of LoS-C, Section-I and
Section-II of the project road required to upgrade from 2-lane with paved shoulder configuration
to 4-lane with paved shoulder configuration by the year 2016 and 2015 respectively. Finally,
Section-I and Section-II needs up-gradation from 4-lane with paved shoulder to 6-lane with
Scott Wilson
5 - 44
January 2011


paved shoulder configuration by the year 2022 and 2021 respectively considering the design
service volume of LoS-B. Considering the design service volume of LoS-C, the same has been
required by the year 2027 in both Sections of the project corridor.
5.13 Toll Plaza
5.13.1 Existing Toll locations
There is no existing toll plaza on the project road. The consultants are analyzing the project road
to be developed under Public Private Partnership (PPP) and hence tentative location for Toll
Plaza(s) has to be identified along the project road.
5.13.2 Proposed Toll Plaza Locations
The length of the project road is approximately 67 kms and is divided into two homogenous
sections. As per the traffic volume count, maximum Average Daily Traffic has been observed at
Section-II and hence a Toll Plaza is required at this section. The major dispersal point on the
project road is at Km 31+600 (Hapur).
As per MORTH notification, minimum distance between Toll Plazas cannot be less than 60 km;
Toll Plaza shall not be located within a distance of 10 km from Municipal or local town area
limits of the nearest city or town. The Consultant has therefore envisaged for two Toll Plazas
along the project road. The locations of the Toll Plaza have been decided based on the following
criteria.
Maximum revenue
Minimum leakage
Suitable road geometrics
Land Availability
Stream of traffic on Toll Plaza
Visibility for the Approaching Traffic
Reasonably away from road intersections and /or rail crossings
Free from risk of flooding and submergence, etc.
Preferably on flat land and away from congested urban locations.
The Toll Plazas have been proposed at approximately Km 35+000 (near Hafizpur). The toll plaza
shall correspond to the project road section from start of the corridor to till the end of the project
corridor at Km 66+482.
5.13.3 Number of Lanes at Toll Plaza
As per IRC: SP: 84-2009, Clause 10.4.12, The number of toll booths and lanes shall be such as
to ensure the service time of not more than 10 seconds per vehicle at peak flow regardless of
methodology adopted for fee collection. For purpose of guidance following parameters are
suggested as capacity of individual toll lane for design purpose:
(i)
Semi-automatic toll lane

(Automatic vehicle identification but manual money transaction)
240 veh/hour
(ii)
Electronic toll collection (ETC lanes)

(Toll collection through on board unit and no stoppage of vehicles)
1200 veh/hour
At least two toll lanes in each direction of travel shall be provided with the system of payment
through ETC. Not less than 2 middle toll lanes shall be capable of being used as reversible lanes
to meet the demand of tidal flow.
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5 - 45
January 2011


Toll plazas shall be designed for projected peak hour traffic of 20 years. The stage construction
of toll plaza in respect to number of toll lanes shall be allowed. If at any time, the queue of
vehicles becomes so large that the waiting time of the user exceeds three minutes, the number of
toll lanes shall be increased so that the maximum waiting is brought down to less than three
minutes.
The number of required toll lanes as per the peak hour factor traffic of 20 years and every
consequent five year interval is given in Table 5.50.
Table 5.50: Required Toll Lanes
Year
Tollable Vehicles
Peak Hour Factor
Peak Hour Vehicles
Toll Lane Requirement
Semi Automatic Toll Lane @ 240 vehicles per hour
Automatic Toll Lane @ 360 vehicles per hour
Electronic Toll Collection (ETC lanes) @ 1200 vehicle per hour
2011 2031 2036 2041

10189 57870 79989 104699
4.7% 4.7% 4.7% 4.7%
484 2749 3799 4972
3
2
1
12
8
3
16
11
4
21
14
5
The minimum toll lanes required with semi-automatic toll system for the projected peak hour
traffic of 20 years is 12 toll lanes.
Scott Wilson
5 - 46
January 2011
Chapter 6
Engineering Surveys
and Investigations


6.0
ENGINEERING SURVEYS AND INVESTIGATIONS
6.1
Road Inventory and Road Condition

An inventory of the project road has been carried out with visual observations supplemented with
measurements using tape etc. Kilometer wise features like terrain, land-use, surfacing type and
width, shoulder surfacing type & width, subgrade, local soil type, curve details, intersection
details, retaining structures details, location of water bodies, height of embankment or depth of
cut, ROW, CD structures, road side arboriculture, existing utility services, general drainage
conditions etc., were recorded. The road inventory has been referenced to the existing kilometre
posts established along the roadside.
The project road starts at Begaum Pool junction of Meerut city (Km 0+000) and ends at
Bulandsahahr town at the junction with NH-91 (Km 66+482). The total project length is
66+482km.
Start of the Project Meerut, (Km. 0+000)
6.1.1
End of the Project Bulandshahr, (Km. 66+482)
Terrain
The terrain along the project road is plain, throughout the section. While classifying a terrain,
short isolated stretches of varying terrain is not taken into consideration.
6.1.2
Land Use
The land use along the project road is predominantly built up villages and towns. The percentage
distribution of land use is 10%, 43% & 47% for Semi Built-up, Built-up, and agricultural
respectively.
6.1.3
Carriageway and Roadway width

The project road section is having carriageway width configuration of 7m to 14m. The formation
width varies from 10m to 15m. At few locations formation width is around 20 to 30m.
Scott Wilson
6-1
January 2011


Table 6.1: Lane configuration along the project stretch

Chainage (Km)
From
To
0+000
7+469
7+469
25+500
25+500
Length (Km)
CW Width (m)
Lane Configuration
7+469
18.031
14.0
10.0

2 Lane with PS
40.892
7.0
2 Lane
66+482

6.1.4
:
:
:
7.469km
18.031km
40.982km
Surfacing Type
The existing pavement is of flexible bituminous surface throughout the project section.
6.1.5
Shoulder
The type of shoulder varies from earthen in non Built-up area and Cement block in Built-up areas
in some location. Its width varies from 0.5m to 2.0 on either side. The condition of the shoulder
varies from fair to poor with shoulder drop and rain cuts. The location of different types of
shoulders is summarised in Table 6.2.
Table 6.2: Shoulder Type along the project stretch
Sl.
No
1
2
3
4
5
6
7

From
To
0+000
8+200
13+400
17+800
19+600
46+600
48+000
8+200
13+400
17+800
19+600
46+600
48+000
66+482
Length
(km)
8.20
5.20
4.40
1.80
27.00
1.40
18.482
Shoulder Type
Granular Shoulder
Earthen Shoulder
Paved Shoulder
Cement block Shoulder
Earthen Shoulder
Paved Shoulder
Earthen Shoulder
Summary
Length of section with earthen shoulder
Length of section with Cement block shoulder
Length of section with granular shoulder
Length of section with paved shoulder
6.1.6
:
:
:
:
50.682km
1.80 km
8.20 km
5.80 km
Embankment Height
The average height of embankment varies from 0 to 1.0m. However, higher embankment exists at
approaches to the bridges. Condition of the embankment is fair. At few locations height of
embankment is more than 3m.
6.1.7
Right of Way
There is no road boundary pillar along the road. As per the record from the department, average
existing Road Way width is 35m i.e. from center of the road on both sides 17.5 m.
Scott Wilson
6-2
January 2011

6.1.8

Villages and Towns

The villages and towns through which the project road traverses are listed in Table 6.3.
Table 6.3: Location of villages and towns
6.1.9
Sl. No.
Name
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Meerut
Alipur
Phaphuda
Kharkhoda
Lalpur
Kaili
Dhirkheda
Ashodapanith
Hapur
Hadikpur
Padao
Mori kalan
Gulaothi
Mithrpur
Jainpur
Akbarpur
Bulandshahr
Existing Chainage
(km)
Start
End
0+000
9+400
10+800
11+065
12+9000
13+800
17+900
19+350
20+250
20+530
23+580
24+450
26+800
27+400
27+500
29+100
28+400
34+000
35+600
36+200
38+300
39+300
45+100
45+800
46+200
49+000
49+600
50+100
60+600
60+900
65+100
65+400
65+700
66+482
Total Length 27.532km
Side Drain
The existing road does not have proper provision of longitudinal drains. In some sections unlined
earthen drain is present and most of these drains are choked. Cement concrete lined drains are
existent in town areas.
6.1.10 Horizontal Curves

The horizontal geometry of the road is fair except few locations. Section of the road inside the
Hapur town has 2 curves and 2 junctions, which are of very poor geometry. These locations need
geometric improvement to cater minimum design speed of 80kmph. Locations needing geometric
improvement are shown in Table 6.4.
Table 6.4: Locations for needing geometric improvement
Sl. No Existing Chainage (km)
1
29+335
2
30+228
3
31+380
31+535
Remark
Curve radius 90 m
Curve radius 180 m
3 armed junction with complete builtup around
4 armed junction with complete builtup around
6.1.11 Road Junctions

There are 6 major junctions and 68 minor junctions across the project road. List of major
Scott Wilson
6-3
January 2011


junctions, with state highways and district roads is given in Table 6.5. Many minor rural and
urban cross roads also terminate or intersect the project road at numerous locations.
Table 6.5: Location of existing major road junctions
Sl.
No
Existing
Chainage
(km)
Cross Road
Type
Side
Leading to
LHS
City Road
RHS
Existing Meerut
bypass road
RHS
Delhi
LHS
Hapur City
Straight
Moradabad
7+469
31+380
31+535
44+800
LHS
Gulaothi
49+200
LHS
Gulaothi
LHS
Bulandshahr
RHS
Delhi
Straight
Aligarh
66+482
6.1.12 Road Signs

Sufficient numbers of road sign are there to guide the drivers along the highway from safety point
of view. Conditions of these sign boards are generally good.
6.2
Pavement Condition Survey

Detailed field studies have been carried out to collect pavement/shoulder/drainage conditions.
6.2.1
Pavement
Pavement condition survey was done primarily by visual observations supplemented by simple
measurement for rut depth using a 3 metre straight edge. The rating system for pavement
condition was done, with reference from IRC: 81-1997 (Clause 4.2.1). A criterion for
classification of pavement sections is given in Table: 6.6.
Table 6.6: Criteria for classification of pavement sections
Classification
Pavement Condition
Good
No cracking, rutting less than 10mm.
Fair
No cracking or cracking confined to single crack in the wheel track with rutting
between 10mm and 20mm.
Poor
Extensive cracking less than 20% and/or rutting greater than 20mm
Failed
Sections with cracking exceeding 20% (Need for Reconstruction)
Scott Wilson
6-4
January 2011


The pavement is flexible bituminous type. The riding quality of the pavement visually varies
from good to fair, general quality being fair. Two types of cracks were observed namely,
longitudinal and alligator. These cracks affect 3% to 5% of pavement area. The number of
potholes is 2 to 5 per km and affects 2% of pavement area. The average pothole area is 0.3 sq m.
The patching area contributes to 1% of the pavement area. The edge break of carriageway
observed at many locations contributes to 7 % of the total length.
Existing Pavement Photos

6.2.2
Shoulder Condition
Earthen shoulder is observed on both sides along the project road with varying width up to 0.5 to
2m. Increased width of formation was observed at village and town locations. Some of the
failures like shoulder drop; rain cuts and corrugations were observed. Condition of shoulder is
fair to bad.
6.2.3
Drainage Condition
The general condition of the roadside drains is bad. Sufficient camber was provided to drain off the
water from carriageway surface. There are numerous number of CD structures across the project
alignment. The existing road does not have proper provision of both side longitudinal drains. Lined
drains were observed at some locations within villages and towns and unlined drains (earthen) were
observed in cut sections. The natural drains on both sides were observed at some locations. The
general condition of the lined drains is fair.
6.3
Benkelman Beam Deflection Technique

The evaluation of structural strength of existing flexible
pavement was carried out using a Benkelman Beam in
accordance with the procedure given in IRC 81-1997.
For measuring pavement deflection, the C.G.R.A
procedure that is based on testing under static load was
adopted. A standard truck having a rear axle weighing
8200kg fitted with dual tyre inflated to a pressure of
5.60 kg/sq.cm was used for loading the pavement. The
beam was calibrated using metal plates of known
thickness prior to testing. The dual wheels of the truck are centered above the selected point.
Deflection surveys have been carried out as per the scheme given below:
Scott Wilson
Main line surveys;

Control section testing
6-5
January 2011


The deflection tests for the main line have been carried out at every 500m along the road sections
covered under the study. The control section testing has been carried out for each 100 m long
homogeneous road segment based on the data derived from pavement condition surveys. The
deflection measurements for such homogeneous section were at an interval of 10m. Pavement
temperature was recorded at every one hour during the testing period by inserting a thermometer
in a hole (approximately 5 cm deep and 10 mm diameter) drilled in the pavement and filled with
glycerol. At any deviation of the pavement temperature during measurements from the standard
temperature of 35o C, correction has been applied to the deflection measured in accordance with
the procedure described in IRC: 81-1997. Seasonal correction was carried out using the moisture
correction factors given in Figures 2 to 7 in IRC: 81-1997. PI and moisture content of the
subgrade were established from test pit excavations carried out simultaneously with the
Benkelman Beam tests. The Benkelman Beam Deflection data are presented in Table 6.7, the
graphical representation of the same is presented in Figure 6.1.
Table 6.7: Characteristic Deflection along the Project Road
SL.No Chainage
Characteristic Deflection
SL.No Chainage
From To
From To
1
0.00 35.00 BBD not done due to Widening 17 50.00 51.00
and Strengthing in progress
2 35.00 36.00
18 51.00 52.00
0.566
3 36.00 37.00
19 52.00 53.00
0.933
4 37.00 38.00
20 53.00 54.00
0.947
5 38.00 39.00
21 54.00 55.00
0.810
6 39.00 40.00
22 55.00 56.00
0.963
7 40.00 41.00
23 56.00 57.00
0.610
8 41.00 42.00
24 57.00 58.00
0.897
9 42.00 43.00
25 58.00 59.00
0.994
10 43.00 44.00
26 59.00 60.00
0.871
11 44.00 45.00
27 60.00 61.00
0.816
12 45.00 46.00
28 61.00 62.00
0.969
13 46.00 47.00
29 62.00 63.00
0.782
14 47.00 48.00
30 63.00 64.00
0.995
15 48.00 49.00
31 64.00 65.00
0.890
16 49.00 50.00
32 65.00 66.00
1.004
Scott Wilson
6-6
Characteristic
Deflection
0.799
0.703
0.998
0.891
0.871
0.739
0.856
0.816
0.837
0.898
0.859
0.903
0.853
0.747
0.978
0.851
January 2011


Figure 6.1: Characteristic Deflection (mm) along the Project road from Meerut Bulandshahr (NH-235)
Scott Wilson
6-7
January 2011

6.4

Trial Pits
The investigations were carried out along the existing road using trial pits made as under:
Test Pit
1.0m x 1.0m at every 5 Km or change of soil strata.
At small pit locations following information were

collected:
Soil samples were
Classification.
collected
for
their
At Large pit locations following tests were conducted:
6.4.1
In-situ density test at sub-grade top by Core
Cutter method
Characterisation (grain size and Atterberg limits)
Laboratory moisture-density characteristics
Laboratory CBR (4-day soaked condition and swell)
For each test pit, the following information's were recorded:
Test pit reference (Identification number, location):

Pavement composition (material type and thickness):
Subgrade type (textural classification) and condition (dry, wet)
A broad variation in pavement thickness along the project road was observed. However, the
pavement composition of the existing pavement is generally same consisting of bituminous
wearing coat. The base and sub-base layer is made of brick bats. The wearing coat (Bituminous)
varies from 55 mm to 90 mm, base course and sub-base course varies from 410 mm to 550 mm.
The bituminous course consists of 2 to 3 layers, the base material was loose and dry in general.
The subgrade below the base course was observed to be fine grained clay. Pavement composition
of the existing road is given in Table 6.8.
Scott Wilson
6-8
January 2011


Table 6.8: Pavement Composition of the Existing Road

Composition
Total Thickness (mm)
Legend Layer Type Thickness (mm)
Bituminous
55
LHS
600
GSB Material
545
Bituminous
55
605
RHS
GSB Material
550
Bituminous
68
580
LHS
GSB Material
512
Bituminous
60
RHS
610
GSB Material
550
Bituminous
120
LHS
580
GSB Material
460
Bituminous
90
500
RHS
GSB Material
410
Bituminous
64
LHS
600
GSB Material
536
Sl No. Chainage (Km) Side
6.4.2
35+000
40+000
45+000
50+000
55+000
60+000
65+000
Insitu-density and moisture content

Sand Replacement method was adopted for obtaining the field density. Representative soil
samples were also taken from the core to establish moisture content. This method of determining
density is not applicable where non- cohesive sand is required to be tested. The test result of field
density and field moisture content is given in Table 6.9. Figure 6.2 and Figure 6.3 shows the
field dry density and field moisture profile along the project corridor in graphical way. The field
density and moisture content varies from 1.55 to 1.74 gm/cc and 6.7 % to 9.5% respectively. This
indicates that subgrade has moderate compaction state.
Sl.
No
1
2
3
4
5
6
7
Scott Wilson
Existing Chainage
(km)
35+000
40+000
45+000
50+000
55+000
60+000
65+000
Table 6.9 - Field dry density

Bulk Density
Moisture content
(gm/cc)
(%)
1.83
9.1
2.05
9.5
1.50
9.5
1.54
8.2
1.76
6.7
1.64
7.1
1.66
8.0
6-9
Dry Density
(gm/cc)
1.56
1.74
1.62
1.65
1.63
1.57
1.55
January 2011


Figure 6.2- Field dry density in (gm/cc)
Figure 6.3- Field Moisture content (%)

6.4.3
Field CBR using DCP

The Dynamic Cone Penetrometer (DCP) is an instrument designed for the rapid in-situ CBR
measurement. When subgrade has different strengths, their boundaries can also be identified and
the thickness of the layers could be determined.
Correlation has been established between the measurements with DCP and the California
Bearing Ratio (CBR) so that results can be interpreted and compared with CBR specifications for
pavement design. The DCP tests are useful as an indicator of subgrade uniformity or variability,
both vertically and horizontally along the tested sections, and are valuable in identifying any
buried weak layers e.g. layers at high moisture content.
In the earlier work done by Vuurcn in 1969, Kleys and Van Heerden in 1983 and Smit and Pratt
also in 1983, graphs have been plotted between log of DCP value in mm / blow against log of
percentage CBR values. The relationship derived by Kleyn and Van Heerden is based on the
largest set of data and is mostly used in foreign countries. A computer program prepared by TRL
has been used for plotting field data and calculating the CBR values.
The DCP values are arrived from number of blows and depth of penetration, and Field CBR of
Scott Wilson
6 - 10
January 2011


corresponding vales determined in accordance with Kleyn equation:

Log10 (CBR) = 2.48 - 1.057 x Log10 (mm/blow)
The field CBR values obtained from DCP tests are given in Table 6.10.
From the DCP results it is clear that the upper crust of the subgrade was far stronger than the
lower part. CBR values derived indirectly from DCP tests do not compare well with Laboratory
soaked-CBR results. There are a number of reasons for this anomaly viz.:
difference in density and moisture content of the soil in the two tests
greater influence of confining pressure in the DCP test
influence of minor obstructions, such as pieces of gravel, in the DCP test
DCP is a dynamic test while the laboratory CBR is a static test.
Table 6.10 - Field CBR value obtained from DCP Test
Sl.
No.
DCP Value in
(mm/blow)
Layer 1
Layer 2
35+000
LHS
4.60
11.33
1
40+000
RHS
4.58
8.83
2
45+000
LHS
10.87
22.62
3
50+000
RHS
6.55
15.28
4
55+000
LHS
4.89
7.90
5
60+000
RHS
7.33
14.83
6
65+000
LHS
8.48
12.61
7
* TRL Equation - Log10 (CBR) = 2.48 - 1.057 x Log10 (mm/blow)
6.4.4
Existing
Chainage (km)
Side
Average
DCP
Value
CBR Value*
7.90
6.70
16.70
10.90
6.30
11.08
10.50
41
45
17
29
45
27
26
Characterisation of Subgrade
The details of all the tests carried out on subgrade for their Physical, Strength and Stability
Characteristics are given in Table 6.11.
Table 6.11: Different Tests carried out on Subgrade Soil.
Sl. No.
1
2
3
4
5
6
7
8
Test Parameters
Dynamic Cone
Penetration (DCP)
Field Density
Water Content
Grain Size Analysis
Atterberg Limits
MDD-OMC
(Compaction)
CBR
Free Swell Index
Method Reference
ASTM-D6951-03
IS:2720 (Part 28)
IS:2720 (Part 2)
IS:2720 (Part 4)
IS:2720 (Part 5)
IS:2720 (Part 8)
IS:2720 (Part 16)
IS:2720 (PART 40)
The laboratory test results consist of Gradation, Atterberg limits, compaction characteristics
(maximum dry unit weight and optimum moisture content relationship as per heavy
compaction), CBR(soaked), Free swelling etc. for the subgrade soils underneath the existing
pavement. The test results of subgrade soils are summarised in Table 6.12.
Scott Wilson
6 - 11
January 2011


Table 6.12: Test Results of Existing Subgrade Soil
Sl.
No.
Grain Size Analysis ( % Passing by Weight) Atterberg Limits

Soil
Sample
Reference,
75
19
4.75
2.0
425
75
LL PL PI Classification as
per IS:1498
Existing CH. In mm mm
mm
mm
%
% %
Km.
1
2
3
4
5
6
7
Scott Wilson
35+000
40+000
45+000
50+000
55+000
60+000
65+000
92.71
-
87.86
97.39
99.01
97.72
99.12
93.44
96.07
84.58
95.33
97.67
96.29
98.81
89.77
95.22
75.41
91.32
94.49
93.21
97.65
83.12
93.24
44.88
48.04
74.55
41.17
67.81
56.70
68.93
28.2 NP NP
21.5 NP NP
23.8 18.1 5.7
23.6 NP NP
24.6 NP NP
22.9 17.0 5.9
19.7 15.4 4.3
6 - 12
SM
SM
CL-ML
SM
ML
CL-ML
CL-ML
Free
Laboratory Heavy
CBR
Swell
Compaction as per
4 Day
Index
IS:2720 (Part 8)
Soaked at
in %
OMC &
MDD
OMC
97%
of
MDD
(gm/cc)
in %
1.76
14.20
6.90
6.70
1.97
9.60
6.50
7.14
1.99
10.50
11.00
3.70
1.86
11.80
7.20
7.69
2.03
9.60
8.00
7.69
1.98
9.50
10.30
15.38
2.04
9.10
9.90
4.00
January 2011

6.5

Material Investigations
The sources for material; metal quarry material and sand quarry have been identified around the
project area. The details of borrow soil and quarry material, location and distance from the
project road are given in Table 6.13.
6.5.1
Borrow Area Soil

The borrow areas were identified in and around (not within ROW) and along the project road.
The suitability of borrow material is established from laboratory testing.
6.5.2
Sand Quarry
Sources of natural sand have been primarily identified for construction works and are given in
Table 6.13. Sand will be obtained from bed of rivers and streams during dry periods. Sand
samples collected from these sources were sent to the laboratory for grain size analysis and
determination of their zoning and fineness modulus.
Table 6.13: Lists of Source of Materials
Sl. No
1
1
1
6.6
Location
District
State
Coarse Sand
Raipur
Saharanpur Uttar Pradesh
Aggregate
Raipur
Saharanpur Uttar Pradesh
RBM (River Bed Material)
Maidhuwala, Nazibabad Bijnor Uttar Pradesh
Inventory and Condition Survey of Culverts

There are total 67 culverts and out of these some are structurally in good condition which can be
widened. Some culverts being completely chocked and structurally in bad condition require
reconstruction. Detailed development proposal of the each culverts are given in Chapter 8.0:
Development Proposal. Type of culvert and their numbers are given in Table 6.14.:
Table 6.14 - Details of Culverts and Condition
Type of Culverts
Slab
Pipe
i)
Dia < 0.90m
ii)
Dia 0.90m
Brick Arch
Total Number of Culverts:
6.7
Number
20
43
24
19
4
67
Bridges Investigations
Detailed inventory and condition survey of all bridges and culverts on the project road has been
carried out. Prior to carrying out inventory survey, details of existing structures were obtained
from the concerned department (what ever available) and they have been compared during site
inspection.
Scott Wilson
6 - 13
January 2011

6.7.1

Bridge Inventory
There are total 7 numbers of bridges along the project road. Out of these, there are 1 major river
bridges, and 6 minor bridges. Their location, span arrangement and length and type of structure
are listed below in Table 6.15.
Table 6.15-Major and Minor Bridges along the Project Road
SL.
No.
Chainage
(km)
Major Bridges
1
40+545
Minor Bridges
1
36 + 570
2
41 + 590
3
58 + 610
4
58 + 640
5
60 + 915
6
62 + 460
6.7.2
River /
Nalla
Span
arrangement
(No. x Span) m
C/W/ Total
Width (m)
Skew /
Curve /
Straight
Type of Structural
Elements
Canal
3 x 25.0
7.60
Straight
RCC Girder and Slab
Nala
Canal
Nala
Nala
Nala
Canal
4 x 8.5
3 x 10.0
4 x 2.5
1 x 20.0
3 x 2.8
3 x 3.0
6.40
7.20
9.80
7.40
8.40
9.40
Straight
Straight
Straight
Straight
Straight
Skew
Brick Arch
Brick Arch
Slab
RCC Girder and Slab
Brick Arch
Slab
Condition Survey of Bridges

Condition survey of all bridges at this stage has been carried out by visual observation. During
the initial inspection it was observed that due to non-maintenance over the years the structure of
all the deck slabs of major type of bridges has minor scaling. On the contrary the substructure
and foundations are in quite a good condition. The girders of some other bridges as shown in the
photographs show that they are in good condition.
In general the wearing coat and expansion joint have deteriorated to a great extent. Railing either
full or in part have been damaged. Vegetation growth has come up in almost all the bridge
because of non-maintenance / non-clearance of channel near the structure. Bearing in some
places are rusted and need cleaning and if required greasing.
6.8
Railway Level Crossing/ROB/RUB/VUP & Other Structures

Railway line intersects the project road section at two places; both of these locations are with in
the Hapur town. ROB is under construction for these Railway level crossings. NH-24 (Hapur
Bypass) intersects the project road with grade separated structure at Km. 34+190. List of the
railway level crossing are given in Table 6.16. Details of VUP crossing on the project road are
given in Table 6.17.
Table 6.16: List of Railway Crossing on the Project Road Section.
Sl. No
1
2
Chainage (Km.)
29 + 900
30 + 400
Number of Tracks
Single
Double
Remark
ROB under Construction
ROB under Construction
Table 6.17: List of VUP on the Project Road Section

SL.No
1
Scott Wilson
Chainage (Km.)
34 + 171
Number of Lanes
Four
6 - 14
Span Arrangement
Remarks
2x10.5
On NH-24 Crossing
January 2011
Annexure 6.1
Photos of Minor and Major Bridges
Annexure-6.1
Minor Bridge at Km 36+570
Major Bridge at Km 40+545
Page 1 of 2
Annexure-6.1
Page 2 of 2
Chapter 7
Design Standards

7.0
DESIGN STANDARDS
7.1
Introduction

Design Standards
The section of the NH-235 under the scope of study starts from Meerut, km 0+000 and ends at
Bulandshahr, km 66+482. The existing facility is predominantly two lane bituminous
carriageway and it has to be widened to 4-Lane. The proposed rehabilitation and up-gradation is
to develop the existing road as a partially access controlled highway with divided carriageway
configuration in all respect.
This section describes the standards and principles based on which the various elements of the
project road are designed. The proposed standards are consistent with the parameters
recommended in the relevant standards of the Indian Roads Congress (IRC). The aim of this
chapter is to evolve, Design Standards and Material Specifications for the study primarily based
on IRC publications, MORT&H circulars, IRC:SP:84-2009 (Manual of Specifications and
Standards for four laning of National Highways Through public Private partnership) and to
recommend the same for concurrence/approval of NHAI. Where Indian standards are not
adequate or not available for design, International standards and specifications followed by
foreign countries are adopted.
7.2
Guiding Principles
While doing the design, the following important points have been taken into consideration:
The designed facility shall not become obsolescent before the design year.
Design shall be consistent and the standards followed for different elements shall be
compatible with one another.
The design shall cover all geometric aspects of road including signages, grade separated
structures, ROBs, etc.
The design will be done aiming at minimizing the vehicle operating cost including initial
cost, cost of maintenance etc.
The design will take into consideration the environmental, aesthetic and landscaping aspects
of the project road
7.3
Following terrain classification recommended by IRC-73 is adopted:
Percentage Slope of the Country
Plain
Rolling
Mountainous
Steep
0 10
>10 25
>25 60
>60
Short stretches (less than 1km) of varying terrain in the project stretch has not been taken into
consideration while deciding the terrain classification for the project road
The proposed alignment traverse through Plain and rolling terrain as per above classification and
thus geometric designs will be prepared based on IRC: 73-1980 for plain and rolling terrain.
Scott Wilson
7-1
October 2010

7.4

Design Standards
Design Speed
Design speed is the basic parameter, which determines the geometric features of the road. The
proposed design speeds for National and State Highway for different terrain categories as per
IRC-73 are as follows:
Terrain Categories
Ruling
100
80
50
40
Plain
Rolling
Mountainous
Steep
Design Speed (km/h)

Minimum
80
65
40
30
The design speed should preferably be uniform along a given highway. But variation in terrain
may make changes in speed unavoidable. Where this is so, it is desirable that the design speed
should not be changed abruptly, but in a gradual manner by introducing successive sections of
increasing /decreasing design speed so that the road users get conditioned to the change by
degrees.
7.5
Cross Sectional Elements
7.5.1
Road Land Width/ Right-of-Way (ROW)

Road land width (also termed as Right of way) is the land required for road purpose. Proposed
land width (ROW) for the Project road is 60 metre.
In high banks, deep cuts, unstable or landslide prone areas and at major intersections, wherever
the requirement for the ROW was felt to be greater than 45 metre, suitable measures have been
taken by providing retaining structures to restrict the ROW within 45 metre.
7.5.2
Cross-Sectional Requirement in Rural Sections

(i) Minimum Width of Median
(a) Raised Median with mountable kerbs as per IRC:86. .....4.5M
(ii) Width of Paved Carriageways on both side of median
(a) 2 lane carriageway with each lane 3.5m wide. ...7.0M
(iii) Median Side Paved strip adjacent to carriageway having same specification as main
carriageway
(a) Raised Median. ..0.25M
(iv) Paved shoulder on left side of the pavement having same specification as main carriageway
in plain and rolling terrain. ....1.5M
(v) Width of Earthen Shoulder......2.0M
(vi) Side Drain Cross section shall be designed to cater for effective drainage of estimated peak
hour run off
Scott Wilson
7-2
October 2010


Design Standards
(vii) Width of utility corridor on both sides. ....2.0M

7.5.3
Cross-Sectional Requirement in Urban/Built up Sections

(i) Minimum Width of Median
(a) Flush median with central crash barrier. ...4.5M
(ii) Width of Paved Carriageways on both side of median
(a) 2 lane carriageway with each lane 3.5m wide .....7.0M
(iii)Median Side Paved strip adjacent to carriageway having same specification as main
carriageway
(a) Raised Median. ....0.25M
(iv) Paved shoulder on left side of the pavement having same specification as main
carriageway in plain and rolling terrain. ....1.5M
(v) Width of Earthen Shoulder
(a) Plain and Rolling terrain (when no service road is provided) .1.5M
(v) Width of service roads . 5.5M
(vi) Minimum width of separation island between main carriageway and Service
road.....1.5M
(vii) Minimum width of footpath1.5M
(viii) Side Drain Cross section shall be designed to cater for effective drainage of estimated Peak
hour run off
(ix) Width of utility corridor on both sides. .1.0M
The footpath shall be designed for use of pedestrians and cyclists as per site requirements. Side
drain and utility corridor can be accommodated either under footpath or separation island
depending upon local situation.
7.6
Camber or Crossfall
Straight Section: A Uni-directional crossfall of 2.5% for bituminus surfacing carriageway
sloping towards the outer edge. The crossfall for earthen shoulder is 3.0%.
Superelevated Section: Earthen shoulder on the high side of superelevated portion is provided
with reverse slope from the superelevated carriageway portion. The rate of change of pavement
crossfall and outside earthen shoulder crossfall should not exceed 5%.
Scott Wilson
7-3
October 2010

7.7
Horizontal Alignment
7.7.1
Radii of Horizontal Curves

Design Standards
The minimum radii of the curve corresponding to the design speed have been provided as per
IRC stipulations. Adopting a maximum value of 5% for super elevation and 15% for side friction
factor, the minimum radius for horizontal curves works out as follows as per IRC: 38 / IRC SP48.
Terrain Categories
Radius of horizontal curves (m)

Desirable
Minimum
400
255
255
170
100
65
Plain
Rolling
Mountainous
It was our endeavour to provide the desirable radius on the curves. As per the codal requirement,
the minimum length of radius for the project is 170 metre. But where site conditions are
restrictive and to minimise major realignment, minimum length of radius adopted is 150 metre.
This minimum length of radius 150m is calculated based on design speed of 60 kmph, as per the
following equation:
V2
Rmin
127e f
Minimum Design Speed, V = 60 kmph
Maximum Superelevation, e = 0.05
Design coefficient of lateral friction, f = 0.15
7.7.2
Super elevation
The super elevation at curves is arrived by assuming that centrifugal force corresponding to
three-fourth the design speed is balanced by side friction and rest countered by side friction.
e V 2 / 225 R
where :
V
Design speed in km/hr.
e
Super elevation in meter per meter
R
Radius in meters.
Superelevation obtained from the above expression is kept limited to maximum value of 5%
Method for attaining superelevation
Dual inner edge pivot of both carriageways at different chainage is used for attaining
superelevation. This pivot method pivots the dual carriageway about the inner edge strings of
both carriageways using different chainage, so that the central reservation levels are not changed.
The application of superelevation to the left and right carriageways will start (or end) at different
chainages, to ensure that the rate of change remains the same for both. The method is explained
in following figure.
Scott Wilson
7-4
October 2010

7.7.3

Design Standards
Transition Curves
The rate of change of super elevation considered was not steeper than 1 in 100. It is found that
transition curve lengths designed following IRC:73 are insufficient in four lane situations where
the carriageway is rotated about the median edge. Hence the following three formulae were used
for calculating the transition lengths and maximum value was adopted for design:
Ls = 2.7 V2 / R
Ls = 0.0215 V3/ CR
Ls = e x w x 100
From IRC 73
considering rate of change of superelevation
Where :
R
V
Ls
C
e
w
7.8
Radius of curve in meters

Vehicle speed in Km/hour
Length of transition in meters
Rate of change of acceleration.
Rate of change of superelevation
Width of rotation in m
Sight Distance
Safe stopping sight distance, both in the vertical and horizontal directions was applied in design.
The sight distance values as per IRC recommendations are as follows:
Design Speed (km/h)
Safe stopping sight distance (m)
100
80
65
50
40
7.9
180
130
90
60
45
Vertical Alignment
The vertical alignment of the carriageway will generally be compatible with the guidelines given
in the IRC and the maximum gradient at all structure approaches was restricted to 2%.
Scott Wilson
7-5
October 2010

7.9.1

Design Standards
At locations of grade break of 0.5%, vertical curves were provided.

The length of vertical curve was not less than 0.6V (kmph).
Numbers of PVI are not more than 4 in one km.
At locations of sight deficiency, at least Stopping Sight Distance (SSD) was provided.
Vertical Curves
Vertical curves were designed to provide for visibility at least corresponding to the safe stopping
sight distance. More liberal values were adopted wherever this is economically feasible. Valley
curves were designed for headlight sight distance. The K values for design control and the
minimum length of vertical curves are as follows:
Terrain
Categories
Plain
Rolling
Mountainous
7.10
K value for summit

curves
Desirable
Minimum
74
38
38
18
8
5
K value for valley

Minimum
curves
length of curve
(m)
Desirable Minimum
42
28
60
28
18
50
10
7
30
Embankment
The height of the embankment was based on the final road level. The following guidelines were
followed for fixing the road level:
(i) The top of sub-grade is at least 1.0m above the high flood level/high water table/pond level.
Where it was found difficult to fulfil these criteria without needing reconstruction or raising in
substantial length, the criteria were relaxed depending on site condition, ensuring minimum
difference of 0.6 m between the top of sub grade and HFL/high water table/pond level
(ii) Side slopes were not kept steeper than 2H:1V. Where necessary the embankment was
retained by a retaining structure.
(iii) High embankment (height 6 m or above) in soil shall be designed from stability
considerations. For design of high embankment IRC:75 and MOSRTH-Guidelines for design of
High Embankment will be referred to.
7.11
Pavement Design
7.11.1 Subgrade
The subgrade whether in cut or fill should be well compacted to utilise its full strength and to
economise thereby on the overall thickness of the pavement required. The current MOSRTH
Specification for road and Bridge works, recommends that the subgrade shall be compacted to 97
% of dry density achieved with heavy compaction (modified proctor density) as per IS:2720(Part
8). Material used for subgrade construction should have the dry density of not less than 1.75
gm/cc.
For Design, the subgrade strength is assessed in terms of the CBR of the subgrade soil. CBR was
determined as per IS:720(Part 16). Materials in the CBR test was compacted to the minimum
97% of heavy compaction and the specimen was soaked in water for a period of four days prior
to testing.
Scott Wilson
7-6
October 2010


Design Standards
The design was based on the CBR value of the weakest soil type proposed to be used for
subgrade construction or encountered extensively at subgrade level over a given section of the
road, as revealed by the soil survey.
7.11.2 Type of Pavement
Flexible bituminous pavement will be adopted for the project stretch except at Toll plaza location
where Rigid Cement concrete pavement will be adopted.
7.11.3 Design Traffic
Pavement of the main highway is designed for the cumulative number of standard axles of 8.16
tones over the design life of 15 years. The cumulative axle load for the purpose of design shall
not be less than the number of standard axles obtained if the base year traffic is cumulated at a
rate of growth calculated based on the elasticity procedure outlined in IRC: 108-1996
Guidelines for Traffic Prediction on Rural Highways. In the elasticity approach, a relationship
is established between traffic and socio-economic indicators of influence area.
7.11.4 Design Procedures
(a) Flexible Pavements
The new flexible pavement shall be designed in accordance with IRC:37: 2001
b) Rigid Pavements
The new rigid pavement shall be designed in accordance with IRC:58: 2002
7.12
Service Roads
Local traffic in buitup area needs to be separated with provision of service roads. Built up area
shall mean all sections of the project highway, which are within the limits of municipal town and
shall also include those sections having continuous length of 200m or more in non-municipal
areas where dwellings/shops have been built on one or both side of the project highway on at
least 50 percent of the total length of each section.
The spacing between two consecutive entry and exit ramps for the service road has not been kept
less than 500m.
(a)
(b)
(c)
(d)
7.13
Type of Pavement: Bituminous

Design Traffic: 20% of the main highway
Width: Carriageway: 5.5m
Extra Widening: To be provided at flares for underpass approaches, adequate turning radius,
U-turn facility etc. as per requirement.
Geometric Design Requirements of additional features:

(a) Median Openings: Length of median opening has not been kept less than 20.0m
(b) Vehicular Underpass:

Width:
7.5m minimum
10.5m (with footpath of 1.5m on both sides) desirable
Vertical Clearance:
5.0m
(c) Pedestrian/ Cattle Underpass:
Width:
4.0m minimum
Scott Wilson
7-7
October 2010

Vertical Clearance:

Design Standards
2.5m
(d) At Grade Intersection: At-Grade intersections have been designed as per IRC SP:41 and
layout as per MOST Type Design for intersections on National Highways. However, these typed
designs have been modified to provide for right turning lanes in the median, dropped kerbs and
gap in channeliser to facilitate pedestrian crossing.
(e) Grade Separated Intersection: Layout and design of Grade separated intersection has been
made as per IRC :92 , keeping in view the site requirement.
7.14
Geometric Design Control

The detailed design for geometric elements covers, but not limited to the following major
aspects:
7.15
Horizontal alignment
Longitudinal Profile
Cross-sectional elements
Junctions, intersections and Interchanges
Service road on either sides of carriageway
Roadway Width at Cross-Drainage Structures
7.15.1 Culverts
The culverts will be built to the same width as the flanking roadway and have been designed
following IRC: SP-13.
7.16
Design Standards for Structures
7.16.1 General
This section deals with the standards to be adopted vis--vis for ROBs, flyovers, bridges,
underpasses and culverts. It also provides for the type of materials and their specifications that
would be adopted for the above structures, the loads and forces to be considered.
It is intended that the project road will accommodate 4-lane traffic (2-lane divided) at present and
to be widened to 6 lanes at a later stage if required.
The design standards for bridges has been worked out on the basis of recommendations regarding
loading and material strength characteristic contained in the current bridge design practices and
are contained in the relevant IRC standards. The aspects regarding geometry and structural
design of various components and settlement effects formed main considerations for design of
bridges.
The design of bridges is based on various parameters and data such as design discharge of
stream, HFL, scour level, characteristic of stream/river, sub-soil type, selection of site, etc. The
selection of proper bridge site, computation of design discharge, bearing capacity and
characteristic of soil are required to conceptualize a new bridge. The carriageway width,
footpaths, crash barrier are provided as per MOSRT&H guidelines. Based on all these data, type
of bridge, length of bridge, height of bridge, type of foundation whether shallow or deep is
decided. Two or three alternatives of bridge superstructure and sub-structure are conceived and
Scott Wilson
7-8
October 2010


Design Standards
the cost of each alternative worked out, the most economical alternative was selected. In case
there is already an existing bridge and a new 2 lane bridge is proposed parallel to it, the spans of
new bridge is kept same as that of existing bridge or larger span lengths in multiple of existing
span is adopted so that pier and abutments of existing and new bridge are in line and no
obstruction to flow of water takes place. The various data required for bridge design, method of
computation of these data and parameters of bridge design are given below
7.16.2 Hydraulic and Hydrological Investigations
The objective of this investigation is to plan the structures so that the bridge / CD structure
should pass safely the design discharge without disturbing the regime of river. The CD structure
should not obstruct the flow of river and the length of bridge should be equal to regime width of
the river as given by the formula for regime condition in IRC: 5. It is necessary to access
correctly the discharge of river, HFL, scour depth, flood frequency, intensity of rainfall and
average velocity of flow.
Discharge Computations
The design discharge for which the waterway of bridge is to be designed shall be the maximum
flood discharge on record for a period of 100 years for major bridges and 50 years for minor
bridges. In case where the discharges are not available it shall be calculated by various rational
formulas and methods given in literature.
The bridge must be able to pass the design flood reasonably. Design for extremely high flood is,
however, not feasible for road structures. The consultant advises for minor Bridges and culverts
50 years return period and for major bridges flood 100 years return period is used.
The flood estimation methods for bridges are given below:
-
Maximum rainfall.
Basin characteristics such as catchments area.
River cross sections for area of flow at bridge site, at up stream and down stream section.
Longitudinal sections of the river through the bridge.
Peak flood sequences.
Two monthly maximum rainfall.
The following methods for design discharge are used for bridges.
-
Empirical methods based on area and two months maximum rainfall.

Flood frequency method.
Flood frequency index method.
Slope area method.
7.16.3 Cross-sectional Elements

Width of Bridge
Structural width for bridges/flyovers/road over Rail Bridge:
It is proposed to make the highway a 4-lane highway. All of the bridges except two bridges
satisfy the 2-lane requirement. At seven places the new 4 lane bridges have to be built. At other
places only 2 lane bridges have to be built or not required due to bypass.
Scott Wilson
7-9
October 2010


Design Standards
The cross sectional details of the bridge are as shown in figure 8.15. As shown in the figure the
outer to outer of crash barrier or handrail and crash barrier is 10.25m. The structural width for all
new bridges will be kept same and the entire formation width will be carried out on to the
structure.
Any existing bridge of width less than 7.5m will be widened to 10.25m if possible. In case of
new 4 lane bridges, there shall be two independent bridges with the overall deck width equal to
10.25m separated by the median width of 4.5m (inner to inner of crash barrier)
Median width
The width of median in the bridge portion shall be kept same as that of approaches .
7.16.4
Type of Super structure

When the length of the new bridges is less than 60m, the alignment of bridges is governed by
alignment of the road. Considering small spans ranging from 9.0m to 25.0m (centre to centre of
expansion gap) RCC T-beam and Slab type superstructure has been adopted here for overall
economy, and easy and rapid construction. The following types of superstructures have been
considered though in some cases RC Solid Slab type superstructure has been considered at end
span to adjust total bridge length and linear waterway.
Type of Superstructure
Span Length(c/c exp. Gap)
i) RC Solid Slab
ii) RCC TBeam & Slab
iii) PSC I-girder
iv) Box girder
Up to 10.0m
10.0 to 26.0 m
20.0 to 40.0m
30 to 60.0m
The depth of superstructures has been decided based on structural considerations. Keeping in
view the minimum vertical clearances above HFL, the road formation levels have been achieved.
7.16.5
Specification for Material

a) Concrete
The grade s of concrete will be either equal to or higher than those prescribed in IRC: 21-2000.
i)
Concrete Grades for various structural elements.
Grade of concrete in various structural elements shall be for moderate conditions of exposure.
Superstructure
PSC Members
RCC T-Girder and Deck Slab
RCC Solid Slab
RCC Crash Barriers
M40
M35
M30
M40
Substructure
RCC substructures and foundations
All PCC non structural members
M35
M15
Scott Wilson
7 - 10
October 2010


Design Standards
Pedestals for bearings

Pot
Elastomeric
M40
M35
b) Steel
This shall conform to provisions given in IS: 1786, IS: 423 (Part I).
i)
Reinforcement Steel
This will be;

High yield strength deformed bars conforming to Fe 415/TMT.
Mild steel shall be of grade Fe 240.
ii) Prestressing Steel
These should conform to IS: 6006.
System:
Cables:
Sheathing:
19K13 or 12T13 low relaxation multiple strands system

19K13 or 12T13 low relaxation with strands of 12.7m nominal diameters.
90mm OD HDPE/ metal sheathing duct.
c) Bearings
i)
POT cum PTFE Bearings
POT cum PTFE bearings shall be provided conforming to IRC provisions.

d) Expansion Joints
Elastomeric strip seal type expansion joints shall be provided on all the bridges as per Clause No.
2607 of MORT&H specification for road and bridge works and interim specifications for
expansion joints issued subsequently vide MORT&Hs letter no. RW/NH-34059/1/96-S&R
dated 25.01.2001 and addendum thereto circulated vide letter of even no. 30.11.2001.
In case of bridges with smaller spans slab seal type expansion joint shall be provided.
7.16.6 Loads and Forces to be considered in Design
Vertical Loads
a) Dead Loads
Following unit weights shall be assumed in the design as per IRC Codes.
Prestressed Concrete
Reinforced Concrete
Plain Cement Concrete
Structural steel
Dry Density of Backfill Soil
Saturated Density of Backfill Soil
Scott Wilson
7 - 11
2.5 t/cu.m
2.4 t/cu.m
2.2 t/cu.m
7.85 t/cu.m
2.07 t/cu.m
2.2 t/cu.m
October 2010


Design Standards
b) Superimposed Dead Loads

Wearing Coat: 65mm thick asphaltic concrete with total 0.2 t/sq.m (2.2 t/m for 11.0m wide c/way
including allowance for an overlay).
Crash barriers: From design (i.e. 1.0 t/m per side)
c) Live Loads
Carriageway Live Loads : The following load combinations will be considered in the analysis
and whichever produces the worst effect will be considered.
-
One/Two/Three lanes of IRC Class A.

One lane of IRC Class 70R (wheeled/ tracked)
One lane of IRC Class 70R (wheeled) with one lane of IRC Class A
Minimum clear distance between 70R vehicle and Class A vehicle, when placed side by side in
combination, shall be 1.2m for design.
Resultant live load stresses shall be reduced by 10% in case all the three lanes are loaded i.e. in
case of three lanes of IRC Class A or one lane of IRC Class 70R with one lane of IRC Class
A.
Impact factor shall be as per Cl. 211 of IRC:6 for the relevant load combinations. For
simplicity in design, Impact factor for continuous structures shall be calculated for the smallest
span of each module and used for all the spans of that module.
d) Horizontal Forces
i)
Longitudinal Forces due to live load
Following effects shall be considered in the design.

-
Braking forces as per the provision of Cl. 214 of IRC: 6.

Distribution of longitudinal forces due to horizontal deformation of bearings/frictional
resistance offered to the movement of free bearings as per Cl. 214.5 of IRC: 6.
ii) Horizontal Forces due to Water Currents

The portion of bridge, which may be submerged in running water, shall be designed to sustain
safely the horizontal pressure due to force of water current as per the stipulations of Cl. 213 of
IRC:6.
iii) Earth Load
1. Earth forces shall be calculated as per the provisions of Cl. 217 of IRC:6 assuming the
following soil properties :
Type of soil assumed for backfilling
: As per Appendix 6 of IRC: 78 with dry
density of 2.07 t/cu.m and submerged density of 1.2 t/cu.m.
Angle of Internal Friction
: = 30
Angle of Wall Friction
: = 20
Coefficient of Friction at base
: tan (), while is the angle of internal
friction of substrata immediately under the foundations.
2. Live load surcharge shall be considered as per the provisions of Cl. 714.4 & Cl. 715.1.5 of
IRC:78 i.e. equivalent to 1.2m height of fill in case of abutments and return/wing walls and o.6m
height when there is no live load on the span.
Scott Wilson
7 - 12
October 2010


Design Standards
iv) Centrifugal Forces

For the road bridges situated on curve centrifugal forces shall have to be calculated as per the
provisions of Cl.215 of IRC: 6 for a design speed applicable at horizontal curves.
v) Wind Effect
Structures shall be designed for wind effects as stipulated in Cl. 212 of IRC:6. The wind forces
shall be considered in the following two ways and design shall be governed by the one producing
the worst effect.
a. Full wind forces at right angles to the superstructure
b. 65% of wind force as calculated in (i) above acting perpendicular to the superstructure and
35% acting in traffic direction.
vi) Seismic Effect
The road stretch is located in in Seismic Zone-III as per the revised seismap of India(IS:18932002). The seismic forces will be calculated as suggested by the modified clause for the interim
measures for seismic provisions (Cl.222 of IRC:6-2000) published in Indian Highways, dated
28th May, 2009.
e) Other Forces/Effects
i)
Temperature Effects
a. The bridge structure/components i.e. bearings and expansion joints, shall be designed for a
temperature variation of + 17 degree C considering moderate climate.
b. The superstructures shall also be designed for effects of distribution of temperature across the
deck depth as given in Fig. 10 of IRC6-2000, suitably modified for the surfacing thickness.
Temperature effects shall be considered as follows :
a. Effects of non-linear profile of temperature shall be combined with 50% live load and full
value of E shall be considered.
b. Effects of global rise and fall of temperature shall be combined with 100% live load and full
value of E shall be considered.
ii) Differential Shrinkage Effects
A minimum reinforcement of 0.2% of cross sectional area in the longitudinal direction of the
cast-in-situ slab shall be provided to cater for differential shrinkage stresses in superstructures
with cast-in-situ slab over precast girders as per Cl 605.2 of IRC:22-1986.
However, effects due to differential shrinkage and/or differential creep shall be duly accounted
for in the design. Additional reinforcements in the concrete deck shall have to be provided
wherever found necessary.
iii) Construction Stage Loadings/Effects
A uniformly distributed load of 3.6 KN/m2 of the form area shall be considered to account for
construction stage loadings in the design of superstructure elements, wherever applicable, as per
Cl. 4.2.2.2.2 of IRC:87-1984.
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Design Standards
iv) Buoyancy
100% buoyancy shall be considered while checking stability of foundations irrespective of their
resting on soil/weathered rock/or hard rock. However, the maximum base pressures shall also be
checked under an additional condition with 50% buoyancy in cases where foundations are
embedded into hard rock. Pore pressure uplift limited to 15% shall be considered while checking
stresses of the substructure elements.
f) Load Combinations to be considered in Design
All members shall be designed to sustain safely the most critical combination of various loads
and forces that can coexist. Various load combinations as relevant with increase in permissible
stresses considered in the design shall be as per Cl. 202 of IRC:6 and Cl. 706 of IRC:78.
In addition, the stability of bridge supporting two superstructures (with an expansion joint) shall
be checked under one span dislodged condition also.
g) Exposure Condition
Moderate exposure conditions shall be considered while designing various components of the
bridge.
h) Design Codes
The main design criteria shall be to evolve design of a safe structure having good durability
conforming to the various technical specifications and sound engineering practices.
Various Codes of Practices referred shall be as under :
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
x)
xi)
i)
IRC:5-1998
IRC:6-2000 alongwith the latest amendments i.e. upto 28th May, 2009
IRC:18-2000
IRC:21-2000
IRC:22-2000
IRC:45-1972(reprint 1996)
IRC:78-2000
IRC:83-1982 (Part I)
IRC:83-2000 (Part II)
BS 5400 Part IX (For design of POT/POT-PTEE Bearings)
IS 1893-2002 (Part-I)
Load combinations
The various load combinations to be considered will be as per the provision of IRC:6-2000.
7.16.7 Design Methodology
Superstructure
General
The superstructure is designed for various combination of Class A load and 70R load, severest of
these load combination are chosen for design. The method of analysis and design of
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Design Standards
superstructure depends on type of superstructure. Grillage analysis or any other suitable analysis
is adopted for T Girder, I Girder, solid slabs, voided slabs, live load analysis for box girder a
single line beam is idealised for longitudinal live load analysis. The superstructure is analyzed in
the longitudinal direction for bending moment and shear, corresponding reinforcement or
prestressing is provided for it. In the transverse direction deck slab is analyzed as continuous
over girders and effect of differential bending of girders is also considered for deck slab design.
The superstructure is also designed for temperature stresses, resulting from maximum and
minimum temperature variations. The superstructure shall be RCC solid slab for spans upto 10.0
m. For spans ranging from 10.0 m to 25 m RCC T-girder and slab shall be provided. For spans
from 20.0 m to 30.0 m prestressed concrete I-girders or prestressed concrete voided slabs shall be
provided. For spans over 30.0 m PSC single cell or multi cell box girder shall be provided.
RC Slab/RCC T- Beam & Slab Type Superstructure.
Based on the loads mentioned earlier, the bending moments and shear forces are worked out at
the selected sections. Distributions of live load on longitudinal beams are worked out (in case of
T-beam and slab type of superstructure). The sections are then designed as reinforced concrete
sections subjected to the applied moments and shear forces. The design moments, shear forces
and joint displacements can be worked out using Grillage method of analysis in STAAD-Pro,
Rel. -2003 program, based on which structural design of various elements and checking of
adequacy of different section can be done.
The RC Solid slab superstructures shall be analyzed using Grillage analogy method to obtain
internal moments and forces based on which structural design shall be carried out.
Modelling & analysis of Superstructure
Modelling is substituting the actual structure to an equivalent mathematical structure, which is
amenable to computer analysis. In modelling, the properties of the prototype are required to be
correctly assessed and assigned to corresponding components of the model. Similarly support
conditions are based on deformations permitted at the supports. Grillage modelling offers a good
choice for a large variety of super structure forms.
The analysis is accurate only if the prototype is modelled accurately. We will pay special
attention to the modelling / idealization aspect and if necessary will revise our model for greater
accuracy.
We have suitable software for the analysis of bridges of all types for various IRC live loading,
permanent dead loading and construction stage loading. These will be used in the analysis.
Design of Elements above Deck Level
The miscellaneous elements such as kerbs and parapets/railing are designed as reinforced
concrete section for the loads and forces as per Cl. 209 of IRC: 6. - 2000.
Design of Bearing
The loads transferred from the superstructure to the bearings shall be taken from the earlier
analysis of superstructure. Short and long term deformations shall be computed for the
temperature, shrinkage and creep of concrete.
Elastomeric bearings shall be designed as per IRC: 83 (Part II) for these effects as reinforced
multi-layer neoprene bearings. However, design loads and movements are to be supplied to the
manufacturer to enable him to manufacture these bearings. The manufacturers details & design
have to be got checked to ensure compliance with the design requirements.
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Design Standards
Substructure and Foundation

Piers
Pier will be wall/circular type with cantilever fixed at base, which is taken as top of foundation.
The sections at various levels will be checked as sections subjected to axial thrust and bi-axial
bending. In addition to dead load and live loads from superstructure, the pier substructure and its
foundation will be designed for the loads due to seismic/wind and water current forces as
appropriate.
Abutment
Abutments will be of non-spill through type. These shall be designed resting on open
foundations, pile foundations or well foundations as per requirement and may have cantilever
returns at top. In case the cantilever returns become too long independent RCC retaining walls
shall be provided. For height of abutments greater than 8.0m counter forts shall be provided.
Open foundation for piers and abutments shall be designed in reinforced concrete. The stability
checks shall be carried out as per relevant IRC Codes.
Foundation
Foundation of bridge / ROB is to be conceptualized after evaluation of subsoil data such as type
of soil and its safe bearing capacity at foundation level for abutment/pier/return-wall and
footings. Thereafter suitable type of foundations is to be provided with respect to soil and type of
superstructure. Adequacy of the size and depth of foundation will be ensured for the satisfactory
performance of the structure. The structural design of the foundation is to be designed as per the
latest computerized modeling. Particular attention is paid to stability checks and corresponding
safety factors.
Open Foundation.
Design of isolated open foundation shall be based on complete sub soil investigations. The
allowable bearing pressure shall satisfy the provisions contained in the clause 708 and the
minimum foundation depth shall not be less than that specified in Clause 705 of IRC: 78-2000.
The selection of the appropriate type of open foundation (counterfort type or cantilever type)
depends on the magnitude and disposition of structural loads, allowable bearing capacity etc.
However, if rock strata are encountered at shallow depth, it will be preferable to adopt open
foundation to pile foundation.
Deep Foundations
In case of large scour depths and unavailability of rock at shallow depth deep foundation shall be
provided. This may be pile foundation or well foundation depending on vertical load, horizontal
load, bending moment and soil strata. Cast in situ Pile foundation up to 1.2m dia can be
constructed fast and are more suitable if the total length of pile is up to 25.0m, pile can also be
seated on hard rock, guidance can be taken from appendix-5 of IRC 78-2000. Beyond 30.0m
depth of foundation, well foundation shall be adopted as they can carry large horizontal loads and
bending moments compared to pile foundations. Choice of foundation between pile and well
shall depend on their relative merits and demerits with respect to loads and soil strata.
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Design Standards
Load & Stresses

In meeting the broad scope of the assignment as outlined, our methodology is as under.
Independent assessment of the loading will be made on each component of structure and possible
combination of these loading in line with IRC: 6-2000 will be made for designing the various
components of the bridge structure at various stages of construction. These loading and loading
combinations will be compared with other IRC codal provisions also wherever applicable.
Permissible stresses under various combinations of loading are different. These permissible
stresses are given in IRC 6 and these will be followed. It will be ensured that these are never
exceeded .If a particular component is appreciably under stressed then relevant sections will be
revised and reduced in the interest of the economy.
7.16.8 Quality Assurance
A system of quality control is implemented for the detailed structural design:For a new bridge various data required i.e. hydrological data and sub-soil investigation are
assessed accurately. The loads and stresses are calculated from the dimensions of structures and
worst combinations of loading during the construction and after the completion of construction
likely to be imposed on the structure are considered. International codes are referred where IRC
Codes are silent. We therefore intend placing a team of proven competence to handle this
assignment for its successful implementation.
It is ensured that design and drawings of best standard are produced. It implies laying down
controls and checks at every stage of designs process and detailing of drawings, so that these are
accurate and as per site requirements. In the design of bridges / ROB, the hydrological and subsoil data obtained from the field is very important as the designs are based on such data and no
any laxity in data collection is permitted. The length of bridge required, HFL, scour level,
founding level are fixed according to above data. The type of superstructure, substructure and
span arrangement is fixed to obtain an optimum cost of bridge. More than one alternative is
studied and the most economic and satisfactory one is selected.
The type and depth of foundations are entirely dependent on type of sub-soil. Designer has to see
that the foundations are adequately designed to take-up the loads coming on them.
7.17
Standards for Interchanges

Interchanges at major intersections will be proposed if found necessary and economically
feasible. The design standards for the interchange elements will be as follows:
a) Design Speed
The proposed design standards for this element is as under:
Terrain
Design Speed for Interchange Elements (km/hr)

Left-turning ramps Right turning ramps/loops
Plain/Rolling
Ruling
90
Minimum 70
Mountainous
Ruling
50
Minimum 40
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50
50
40
30
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October 2010


Design Standards
For direct connections, a design speed of 60-65 km/hr will be adopted.

b) Radius and Sight Distance
Description Design Speed (Kmph) Radius (m) Stopping Sight Distance (m)
Desirable
80
230
130
Minimum
60
130
80
The desirable values are normally meant for direct ramps and diagonal connections, whereas the
minimum values are for loops.
c) Gradient
Maximum gradients proposed are:
Desirable
Absolute
=
=
3%
5%
The vertical gradient is limited to 2% at ROB / Flyover locations.

The gradients at a particular interchange are dependent upon a number of factors and will be
considered in detail. For downgrade ramps, steeper gradients will be avoided as far as possible.
d) Summit and Valley Curves for Interchanges
Both summit and valley curves would be designed for stopping sight distance subject to a
minimum length equal to 0.6 V, where V = Design Speed in km/h.
e) Cross-Sectional Elements
The desirable carriageway width for two lanes is 7.5 m. The width of paved shoulders would be
1.5 m on either side. The recommended crossfalls are 2.5% and 3% for carriageway and
untreated shoulder portions respectively.
f)
Length of the Speed Change Lanes
The length of the speed change lanes for interchanges recommended are:
Description
Ramp
Loop
Design
Speed
(km/h)
80
60
Radius
(m)
230
130
Stopping
Sight
Distance (m)
130
80
Speed Change Lane

Acceleration Lane Deceleration Lane
(m)
(m)
300
130
400
150
g) Illumination
The interchanges will be illuminated by high mast lighting.
7.18
Standards for At-Grade Intersections

The standards proposed in IRC SP: 41 Guidelines for the Design of At-Grade Intersection in
Rural and Urban Areas will be applied.
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7.19

Design Standards
Traffic signs and Road Markings

The design of traffic signs and road marking shall be done according to the IRC standards.
Where necessary AASHTO standards will be used to augment the IRC standards.
Following is the list of IRC standards, which will be followed:
IRC: 30-1968
IRC: 35-1997
IRC: 67-2001
IRC: 79-1981
IRC: 93-1985
IRC: SP-31-1991
IRC: SP: 55-2001
Standard letter and numbers of different heights for NH signs

Code of practice for Road markings
Code of practice for Road Signs
Recommended Practice for Road delineators
Guidelines and design
New Traffic Signs
Guidelines for Safety in Construction Zones
Adequate safety measures have been considered on the design of the project road. These are
indicated as below:
Crash barriers
Reflectors
Proper superelevation and radii of curvature
Traffic signages
Lighting
Drainage
Seismic Stoppers for bridge structures
The safety during construction is achieved by providing
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Signs (regulatory, warning and direction)

Delineators
Traffic cones and cylinders
Drums
Barricades
Flagmen
7 - 19
October 2010
Chapter 8
Development Proposals

in the state of U.P.: Meerut- Bulandshahr Section (NH-235)
8.0
DEVELOPMENT PROPOSALS
8.1
General

Development Proposal
(Km. 66+482). Project road section traverses through three districts of the Uttar Pradesh, viz.
Gulaothi and Bulandshahr.
The project was initially conceived and awarded to prepare detailed project report for
upgradation and rehabilitation of Meerut Bulandshahr section of NH-235 to 2-lane with paved
shoulder configuration. However, traffic survey and analysis reveals that currently between
Meerut to Hapur the total traffic is 23713 PCU while between Hapur to Bulandshahr total traffic
volume count is 24172 PCU, which as per Clause 2.16 of IRC: SP:73-2007 do not warrant for 2lane. As per Clause 2.17 of IRC: SP: 84-2009, the project road warrants for a four lane highway
with level of service B. Both MORT&H and NHAI officials were made aware of this scenario
in the meeting held at MORT&H on 10th September 2010 and the officials agreed in principle to
prepare the Draft and Final Feasibility Report based on proposed development of the highway on
4-lane configuration. The same was further corroborated by NHAI in the meeting/presentation
held at NHAI headquarter on 14th September 2010.
At the beginning of the project inside the Meerut town from km 0+000 to km 7+469 the existing
project road is already developed as a four-lane highway with divided carriageway. Hence,
considering all these factors, the development proposal for the Meerut-Bulandshahr section of
NH-235 is framed with the concept of 4-lane configuration highway from km 7+469 to km
66+482.
8.2
Alignment and Geometry

The stretch of the NH-235 under the scope of study runs predominantly through plain terrain and
the existing horizontal and vertical geometry is quite adequate with respect to the proposed
design standard. The horizontal geometric design is done ensuring maximum usage of exiting
pavement in rural stretches and maximum utilization of ROW and minimum fresh land
acquisition in urban stretches. The design standards as stated in Chapter 4 would be ensured with
a realistic compatibility with the existing pavement, ROW and utilities.
8.3
Cross Sectional Details
8.3.1
Lane Width
The width of a basic traffic lane is proposed to be 3.50m. Thus, for 2-lane the carriageway widths
will be 7.0m. In case of the divided cross-section, a 0.25 m wide edge strip with a composition
same as that of the adjacent pavement will be provided as compensation for kerb shyness.
8.3.2
Paved Shoulders
Full strength pavement for paved shoulder is proposed. Width of these shoulders will be 1.50m in
rural sections. However in urban section the width has been increased to 2.0m. These will
provide better traffic operations, lower maintenance cost and will help to directly use these as
part of carriageway when the road is widened in future
8.3.3
Earthen Shoulders
Earthen shoulders are proposed to be 2.0m wide on either side of the proposed main carriageway
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January 2011


for rural pain and rolling terrains. If site condition warrants, the width can be reduced to 1.50m
for urban /built-up sections.
8.3.4
Median
In rural stretches, the project road will have raised median and its width is proposed to be 4.50m.
However in urban stretches 1.5m wide median with pedestrian guard rail has been proposed. The
medians will be edged with 250 mm high non-mountable concrete kerbs.
8.3.5
Service Road
Where Service road is provided, it will be of 5.5m carriageway width of different pavement
composition based on the expected traffic. The minimum width of separation between main
carriageway and service road is proposed to be 1.50m.
8.3.6
Footpath
Where footpath is proposed, minimum width of footpath will be of 1.50m. The side drain in such
stretches will be accommodated under the footpath.
8.3.7
Utility Corridor
Minimum width of utility corridor for rural sections will be 2.0m and for urban/ built-up sections
will be 1.00m.
8.3.8
Side Slopes
For fill sections, the following side slopes are proposed:
Embankment height up to 3.0 m

Embankment height from 3.0 m to 6.0 m
Embankment height exceeding 6.0 m
Cutting sections
8.3.9
- 2H:1V and Considering the Embankment

material Property
- 2.5H:1V and Considering the Embankment
material Property
- To be designed as per material property and as
per IRC: 75
- 1H: 1V and with considering the material
property of the cutting material.
Crossfall
The crossfall for the pavement and paved shoulders will be 2.5%. For earthen shoulders and
median the corresponding value will be 3.0 %.
8.3.10 Proposed ROW

A uniform ROW of 60m width has been considered irrespective of the type of abutting land use
for the proposed roadway, except at urban sections having restricted availability of land on either
side of the project road. In such cases, proposed ROW is kept as 45m.
8.3.11 Cross Section
The typical cross sections to be followed in the project stretch are detailed as below:
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8-2
January 2011

TCS-I:
TCS-IA:
TCS-II:
TCS-III:
TCS-IV:
TCS-V:
TCS-VI:
TCS-VII:
TCS-VIII:
TCS-IX:

4-lane Eccentric Widening in rural stretches

4-lane Concentric Widening in built-up stretches having restricted ROW
4-lane Concentric Widening in pavement reconstruction stretches
4-lane Approach for VUP / Bridges on Bypass / Realignment without RE Wall
4-lane Eccentric Widening at Bridge Approaches
4-lane ROB Approach on Bypass with RE Wall
4-lane Widening of Slip Road of existing Flyover / VUP on existing Hapur
Bypass of NH-24
Figures 8.1 to 8.9 shows the typical cross sections to be followed on the project stretch.
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January 2011


Figure 8.1: Typical Cross Sections - I
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8-4
January 2011


Figure 8.1A: Typical Cross Sections - IA
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8-5
January 2011


Figure 8.2: Typical Cross Sections - II
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January 2011


Figure8.3:TypicalCrossSections III
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January 2011


Figure 8.4: Typical Cross Sections - IV
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8-8
January 2011


Figure 8.5: Typical Cross Sections - V
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January 2011


Figure 8.6: Typical Cross Sections - VI
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January 2011


Figure 8.7: Typical Cross Sections - VII
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January 2011


Figure 8.8: Typical Cross Sections - VIII
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January 2011


Figure 8.9: Typical Cross Sections - IX
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January 2011

8.4

Widening Scheme
The existing project road section of NH-235 has multi dimensional facets with respect to land
use and road geometry and considering all these aspects the section-wise policy adopted for
widening based on the initial investigations is given in Table 8.1. Mostly eccentric widening has
been proposed for maximum utilization of the existing pavement. The side of widening has been
decided considering the availability of land and location of any religious/socially sensitive
structures. Concentric widening has been proposed in the built-up section to maximise the
utilisation of the width of existing ROW.
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January 2011


Table 8.1: Tentative Widening Scheme

Existing Chainage
Improvement Proposals
Design Chainage
From
To
Existing
Length
(m)
7+469
10+200
2731
7+469
9+500
2031
60
4.5
Eccentric on
RHS
Functional
Overlay
New
Construction
TCS-IV
10+200
12+100
1900
9+500
12+100
2600
45
4.5
Concentric
Widening
Widening &
Overlay
Widening &
Overlay
TCS-II
12+100
14+350
2250
12+100
14+800
2700
60
4.5
New
Construction
New
Construction
TCS-V
14+350
16+850
2500
14+800
17+300
2500
60
4.5
16+850
17+250
400
17+300
17+700
400
60
4.5
Functional
Overlay
New
Construction
New
Construction
Functional
Overlay
17+250
20+250
3000
17+700
20+900
3200
60
4.5
New
Construction
New
Construction
TCS-V
20+250
22+750
2500
20+900
23+400
2500
60
4.5
Functional
Overlay
New
Construction
TCS-IV
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From
To
Proposed
Length
(m)
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
Left Lane
Right Lane
8 - 15
Phaphunda
Bypass (New
Construction)
Eccentric on
RHS
Eccentric on
LHS
Kharkhauda
Bypass (New
Construction)
Eccentric on
RHS
CrossSection
Type
Remarks
TCS-IV
TCS-IV
January 2011

Existing Chainage
From
22+750
To
34+171
Design Chainage
Existing
Length
(m)
Proposed
ROW
(m)
Median
Width
(m)
From
To
Proposed
Length
(m)
23+400
28+140
4740
60
4.5
28+140
28+440
300
60
4.5
28+440
31+100
2660
60
4.5
31+100
32+100
1000
60
4.5
32+100
34+600
2500
60
4.5
11421
4.5
Hapur Bypass
(New
Construction)
VUP on
Bypass (New
Construction)
Hapur Bypass
(New
Construction)
ROB on
Bypass (New
Construction)
Bypass (New
Construction)
New
Construction
New
Construction
TCS-V
New VUP
New VUP
TCS-VI
New
Construction
New
Construction
TCS-V
New ROB
New ROB
TCS-VIII
New
Construction
New
Construction
TCS-V
Remarks
Kaili and
Hapur
Bypass on
LHS
Widening &
Overlay
TCS-IX
No
Improvement
No
Improvemen
t
OUT OF
SCOPE
OUT OF
SCOPE
TCS-IX
Widening
of Slip
Road at
Flyover on
Nhpaur
Bypass of
NH-24
38+978
3522
Existing
Hapur Bypass
on NH-24
372
On either side
of the
existing VUP
on Hapur
Bypass of
NH-24
8 - 16
Right Lane
Widening &
Overlay
35+456
4.5
Left Lane
On either side
of the Flyover
on Hapur
Bypass of
NH-24
856
60
CrossSection
Type
Widening
of Slip
Road at
Flyover on
Nhpaur
Bypass of
NH-24
35+456
39+350
60
Side of
Widening
34+600
38+978
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Widening &
Overlay
Widening &
Overlay
January 2011

Existing Chainage

Design Chainage
To
Proposed
Length
(m)
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
From
To
Existing
Length
(m)
34+171
34+930
759
39+350
40+050
700
45
4.5
34+930
35+900
970
40+050
41+030
980
60
41+030
41+492
462
60
35+900
38+000
39+000
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38+000
39+000
41+000
2100
1000
2000
From
CrossSection
Type
Left Lane
Right Lane
Concentric
Widening
Reconstruction
Reconstructi
on
TCS-II
4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
New
Construction
New
Construction
TCS-VI
41+492
41+924
432
60
Varies
Eccentric on
LHS with
Bridge
Approach
41+924
43+130
1206
60
4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
43+130
44+230
1100
45
4.5
Concentric
Widening
Reconstruction
Reconstructi
on
TCS-II
44+230
45+429
1199
60
4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
Widening &
Overlay
New
Construction
TCS-VII
Widening &
Overlay
New
Construction
TCS-I
45+429
45+924
495
60
Varies
Eccentric on
RHS with
Bridge
Approach
45+924
46+131
207
60
4.5
Eccentric on
RHS
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Remarks
January 2011

Existing Chainage
From
41+000
43+800
44+650
50+500
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To
43+800
44+650
50+500
51+300

Design Chainage
Existing
Length
(m)
2800
850
5850
800
From
To
Proposed
Length
(m)
46+131
46+507
376
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
CrossSection
Type
Left Lane
Right Lane
60
4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
New
Construction
New
Construction
TCS-VI
46+507
46+940
433
60
Varies
Eccentric on
LHS with
Bridge
Approach
46+940
48+930
1990
60
4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
48+930
49+800
870
60
4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
49+800
51+445
1645
60
4.5
New
Construction
New
Construction
TCS-V
51+445
52+045
600
60
4.5
52+045
55+555
3510
60
4.5
55+555
56+155
600
60
4.5
56+155
57+375
1220
60
4.5
57+375
58+215
840
45
1.5
8 - 18
Gulaothi
Bypass (New
Construction)
VUP on
Bypass (New
Construction)
Gulaothi
Bypass (New
Construction)
VUP on
Bypass (New
Construction)
Gulaothi
Bypass (New
Construction)
New VUP
New VUP
TCS-VI
New
Construction
New
Construction
TCS-V
New VUP
New VUP
TCS-VI
New
Construction
New
Construction
TCS-V
Concentric
Widening
Reconstruction
Reconstructi
on
TCS-II
Remarks
January 2011

Existing Chainage
From
51+300
61+100
61+600
To
61+100
61+600
62+900

Design Chainage
Existing
Length
(m)
From
To
Proposed
Length
(m)
58+215
65+465
7250
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
Left Lane
Right Lane
60
8.0
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
Widening &
Overlay
New
Construction
TCS-VII
65+465
65+875
410
60
Varies
Eccentric on
RHS with
Bridge
Approach
65+875
67+745
1870
60
4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
Widening &
Overlay
New
Construction
TCS-VII
9800
500
1300
CrossSection
Type
67+745
68+155
410
45
Varies
Eccentric on
RHS with
Bridge
Approach
68+155
68+605
450
45
1.5
Concentric
Widening
Reconstruction
Reconstructi
on
TCS-III
68+605
69+230
625
60
4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
Widening &
Overlay
New
Construction
TCS-VII
69+230
69+675
445
60
Varies
Eccentric on
RHS with
Bridge
Approach
69+675
69+805
130
60
4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
62+900
65+695
2795
69+805
72+625
2820
60
4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
65+695
66+060
365
72+625
73+020
395
60
4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-IA
66+060
66+482
422
73+020
73+512
492
60
4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
Scott Wilson
8 - 19
Remarks
January 2011


The widening scheme can be summarised as given in Table 8.2.

Table 8.2: Summary of Widening Scheme
TCS
Description
Design
Length (m)
TCS-I
4-lane Eccentric Widening in rural stretches (4.5 to 8m wide median)
20477
TCS-IA
395
TCS-II
4400
TCS-III
4-lane Concentric Widening in built-up stretches having restricted

ROW
450
TCS-IV
4-lane Concentric Widening with functional overlay over existing

pavement
8271
TCS-V
22175
TCS-VI
4-lane Approach for VUP / Bridge on Bypass/Realignment
2365
TCS-VII
4-lane Eccentric Widening at Bridge Approaches
1760
TCS-VIII
4-lane ROB Approach on Bypass
1000
4-lane Widening of Slip Road of existing Flyover / VUP on existing

Hapur Bypass of NH-24
1228
TCS-IX
Total
62521
Length of existing Hapur Bypass to be used as a part of this project, which

has been kept out of the scope of development proposal of this project
3522
Total Project Length
66043
All the above schemes are general policy decisions but will be dependent on the precise
geometric configuration, realignment, re-sectioning, reconstruction, exact land widths available
etc. which will be closely looked during the DPR stage.
8.5
Proposal for Bypasses

The existing section of NH-235 from Meerut to Bulandshahr passes through number of town and
villages. In general, bypasses are proposed where section of the road passes through heavily
built-up area on both side, have very poor geometry and where availability of land width is not
sufficient for accommodating the improvement proposal. With these considerations, at the draft
Feasibility stage bypasses for Hapur and Gulaothi towns were proposed. However, after
discussions with NHAI officials and subsequent site visit and also as per comments received
from R.O., NHAI and PD, Meerut, vide letter no. 19014/1/RO/Lko/2009/2394 dated 9th October,
2010, bypasses were recommended for Phaphunda and Kharkhauda villages as well.
8.5.1
Phaphunda Bypass
The settlement area of Phaphunda village spans between km 12+900 to km 13+500, with the
existing land width being 30 to 32m. Concentric widening of the road at this section with
proposed row of minimum 45m., will result in considerable demolitions and rehabilitations of
existing settlements. Keeping this in view a bypass has been proposed on the left hand side of the
existing road with an approximate proposed length of 2.7 km, starting at existing km 12+100 and
ending at km 14+350. A tentative alignment proposal of the bypass is shown in Figure 8.10A.
Scott Wilson
8 - 20
January 2011

8.5.2

Kharkhauda Bypass
The dense rural settlement of the Kharkhaunda village starts at km 18+200 and ends at km
19+400, with average available land width between building line being around 32m. The
improvement proposal of this section to 4 lane configuration with proposed ROW of 45m, will
result in major rehabilitation and resettlement measures. Therefore, keeping in view of the larger
social concerns a bypass is proposed on the left hand side of the existing road with an
approximate proposed length of 3.2 km, starting at existing km 17+250 and ending at km
20+250. A tentative alignment proposal of the bypass is shown in Figure 8.10B.
8.5.3
Hapur Bypass
The dense urban settlement of the Hapur town starts from km 26+400 and continue up to km
34+000. However, between 23+600 to 24+600 settlements of village Kaili extends the effective
built-up stretch. The existing project road first enters Kaili village and then the heavily congested
Hapur town from North direction and leaves toward South-East direction.
The proposed bypass on the left hand side of the existing road, shall take-off from km 22+750
and after skirting several pockets of settlements the bypass shall meet the junction of existing
Hapur Bypass of NH-24 with the old NH-24, where a flyover is being constructed. From this
point onwards, traffic travelling from Meerut to Bulandshahr on this proposed bypass shall
follow the existing NH-24, Hapur Bypass before again re-entering NH-235 at existing km
34+171, where also a Vehicular Underpass already exists. Salient Features of the proposed
bypass alignment is presented in Table 8.3 and a tentative alignment is shown in Figure 8.10 C.
Table 8.3: Salient Features of proposed Hapur Bypass
Sl
Item
No.
1 Length of new bypass
Length of existing Hapur
2
Bypass (NH-24) to be used
3 No. of new Structures
Description
12.428 km
3.522 km
a)
b)
4 Special Features
5 Land use
6 Proposed ROW
Junction of New Bypass
7 with existing Hapur Bypass
of NH-24
Junction of Hapur Bypass
8 of NH-24 with the existing
NH-235
Existing Slip Road at
approach to Flyover and
9
VUP on existing Hapur
Bypass of NH-24
Scott Wilson
1 no. ROB & 1 no. VUP

Around 800m of the new alignment at proximity to
River Kaili will require adequate protection work.
The junction of NH-235 with the existing Hapur
bypass (NH-24) where a flyover is under
construction on the existing Hapur Bypass, has to be
signalised to ensure proper channelling of traffic
movements.
Agricultural
60m
At-grade : Signalised
Existing VUP with Slip road shall facilitate the traffic
movement to and from NH-235
Existing Slip road on each side shall be widened from
intermediate lane to 2-lane in each direction
8 - 21
January 2011

8.5.4

Gulaothi Bypass
Dense habitation of Gulaothi town has developed along the existing NH-235 for a length of
around 3 km between km 46 to km 49. Therefore, as per IRC: SP: 84-2009 a four lane divided
carriageway with both side service road to segregate the movement of local traffic from through
traffic is necessary. This necessitates availability of a minimum land width of 46.5m. However,
the average existing width between building lines on either side of the existing road is
approximately 36m. Therefore, prima facie it seems provision of service road is not possible
without demolition of road-side structures which primarily includes commercial establishments,
an overhead water tank and few religious structures. Hence, in order to avoid the hassles
involved in widening the existing project road in Gulaothi town section and considering future
widening to six lanes, a bypass of NH-235 is a suitable option. Site reconnaissance carried out
reveals that on left hand side the habitation has extended to a depth of around 1 km while on right
hand side the depth is around 500m from the project road. Therefore avoiding the settlement area
of the Gulaothi town as well as that of the succeeding Mori Kalan village, a 7.3 km long bypass
of NH-235 starting from km 44.65 and ending at km 50.50 on the right hand side of the existing
road is found to be feasible. The same is depicted in Figure 8.10D. The salient feature of
Gulaothi town bypass is given here as under:
Length 7.575km
No. of Structures 2 nos. of VUPs on Major District Road crossings, 2 nos. of PUPs on
Village Road and 1 no. of Minor Bridge across Canal
Landuse Mostly agricultural
Width of Proposed ROW 60m
Major Constraint Land acquisition
Scott Wilson
8 - 22
January 2011

NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)
in the state of U.P.:Meerut- Bulandshahr Section (NH-235)

Figure 8.9A: Hapur Bypass Options

Figure 8.10A: Proposed Alignment for Phaphunda Bypass
Scott Wilson
8 - 23
January 2011


Figure 8.10B: Proposed Alignment for Kharkhauda Bypass

Scott Wilson
8 - 24
January 2011


Figure 8.10: Gulaothi Bypass

Figure 8.10C: Proposed Alignment for Hapur Bypass
Scott Wilson
8 - 25
January 2011


Start of Bypass
(Design Ch. 49+800
Existing Ch. 44+650
Proposed VUP
(CH. 51+745)
Minor Bridge
(CH. 52+257)
Proposed VUP
(CH. 55+855)
End of Bypass
(Design Ch. 57+375)
Existing Ch. 50+500
Figure 8.10D: Proposed Alignment for Gulaothi Bypass
Scott Wilson
8 - 26
January 2011


8.6
Homogeneous Sections for pavement design
8.6.1
Analysis of Unit Delineation by Cumulative Differences

A relative and straight forward and powerful analytical method for delineating statistically
homogeneous units from pavement response measurements along a highway system is the
cumulative difference approach. The method is fundamentally easy to visualize. This approach is
adopted because it is readily adaptable to computerized solution and graphic analysis. This
approach can be used for a wide variety of measured pavement response variables. In order to
delineate a pavement length, an attempt is made to isolate each unique factor influencing
potential pavement performance. Performance factors considered for delineating a pavement
length follows:
-
Traffic
Pavement Condition
CBR
Characteristic Deflection
The project road has been divided into homogeneous road sections on the basis of traffic
generation and dispersal nodes located along the project road. The important dispersal/generation
locations identified along the project road include:
Meerut (Km. 0+000)
Hapur (Km.31+600)
Bulandshahr (Km. 66+482)
8.6.2
Homogeneous section for pavement design of widening of existing lane

Considering the above mentioned traffic generation/ distribution points and analysis of traffic
data as given in Chapter 5, it was inferred that the total project stretch can be divided into
homogeneous sections as stated below from the traffic point of view.
Section I : From Meerut (Km. 0+000) to Hapur (Km. 31+600)

= 31.6 km
Section II : From Hapur (Km.31+600) to Bulandshahr (Km. 66+482) = 34.88 km
The traffic volume and CBR parameters are considered in unit delineation of project corridor for
the pavement design for widening and reconstruction portions. The selection parameters and
sections are presented in Figure 8.11 and final sections adopted are given in Table 8.4.
Table 8.4: Homogeneous Sections for Pavement Design of Widening of Existing Lane
Existing Chainage
(km)
From
To
Design
Chainage (km)
From
To
Length(m)
7+469
22+750
7+469
23+400
15931
2
3
4
5
6
22+750
34+171
44+650
50+500
55+000
34+171
44+650
50+500
55+000
64+300
23+400
39+350
49+800
57+375
62+040
39+350
49+800
57+375
62+040
73+512
15950
10450
7575
4665
11472
Sl.
No.
Scott Wilson
8 - 27
Remarks
No widening require to existing
pavement as widening &
strengthening is in progress
Hapur Bypass
Section-1
Gulaothi Bypass
Section-2
Section-3
January 2011


Figure 8.11: Homogeneous Sections for Pavement Design for Widening of Existing lane
Scott Wilson
8 - 28
January 2011

8.6.3

Homogeneous section for overlay and reconstruction of existing lane

The characteristic deflection, Pavement condition and traffic volume is considered in unit
delineation of project corridor for overlay design. The analysis for unit delineation
of
Characteristic deflection of pavement is presented in Annexure 8.1. The selection parameters
and sections are presented in Figure 8.12 and final sections adopted are given in Table 8.5.
Table 8.5: Homogeneous Sections for Overlay & reconstruction of existing lane
Sl. No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Scott Wilson
Existing
Chainage (km)
From
To
7+469
12+100
12+100 14+350
14+350 17+250
17+250 20+250
20+250 22+750
22+750 34+171
34+171 34+390
34+390 38+000
38+000 39+000
39+000 44+650
44+650 50+500
50+500 51+300
51+300 61+100
61+100 61+600
61+600 64+300
Design
Chainage (km)
From
To
Length
(m)
Remark
7+469
12+100
14+800
17+700
20+900
23+400
39+350
40+050
43+130
44+230
49+800
57+375
58+215
68+155
68+605
4631
2700
2900
3200
2500
15950
700
3080
1100
5570
7575
840
9940
450
4907
Functional Overlay
Phaphunda Bypass
Functional Overlay
Kharkhauda Bypass
Functional Overlay
Hapur Bypass
Reconstruction
Overlay Section
Reconstruction
Overlay Section
Gulaothi Bypass
Reconstruction
Overlay Section
Reconstruction
Overlay Section
12+100
14+800
17+700
20+900
23+400
39+350
40+050
43+130
44+230
49+800
57+375
58+215
68+155
68+605
73+512
8 - 29
January 2011


Figure 8.12: Homogeneous Sections for Pavement design for Overlay of Existing Lane
Scott Wilson
8 - 30
January 2011

8.6.4

Homogeneous section for pavement design of new construction

The traffic volume and borrow area CBR parameters are considered in unit delineation of project
corridor for the pavement design. The selection parameters and sections are presented in
Figure 8.13 and final sections adopted are given in Table 8.6.
Table 8.6: Homogeneous Sections for New Pavement

Design Chainage (km)
Sl. No.
Length (km)
From
To
7+469
34+600
Remark
27.131
Pavement Section-I
34+600
35+456
0.856
35+456
38+978
3.522
38+978
39+350
0.372
No Improvement as on
Hapur Bypass of NH-24
Pavement Section-II
5
Scott Wilson
39+350
73+512
34.162
8 - 31
January 2011


Figure 8.13: Homogeneous Sections for New Pavement design
Scott Wilson
8 - 32
January 2011

8.7

Pavement Options
Pavement is the most significant component of a road and therefore its design strengths must be
assured to support the projected traffic loading throughout the design period. Its cost represents
largest proportion of the total construction cost (i.e. about 40% for new roads and about 60% for
rehabilitation projects).
The purpose of the pavement study is to make analysis of different pavement alternatives to
provide a basis for selection of the most advantage solution, considering all costs occurring
during the life of the pavement, viz., construction costs, maintenance costs and costs for the road
users.
In pavement option study, the following would be studied in detail:
New flexible pavement on the widening part and for full reconstruction stretches
Flexible overlay over the existing pavement
Flexible Pavement for partial reconstruction stretches of existing pavement.
The different pavement design methods for above pavement options shall be studied and applied,
which are given in Table 8.7.
Table 8.7: Pavement Design Methods
Pavement
Option
8.7.1
Option type
Design Method
New Flexible Pavement
Flexible Overlay
IRC: 37-2001,
AASHTO Method 1993
IRC: 81-1997
New Rigid Pavement
IRC: 58-2002
IRC: 37-2001 Method of Flexible Pavement Design Widening and for New construction
The pavement designs given in the previous edition of IRC: 37-1984 was applicable to design
traffic upto 30 million standard axles (msa). With the increasing traffic and incidence of
overloading, arterial roads need to be designed for traffic far more than 30 msa. As empirical
methods have limitations regarding their applicability and extrapolation, the analytical method of
design has been used to analyse the existing pavement and develop a new set of designs given in
IRC: 37-2001 for design traffic upto 150 msa making use of the results of pavement research
work done in the country.
It gives pavement design catalogue for subgrade CBR values ranging from 2 percent to 10
percent and ten levels of design traffic 1,2,3,5,10,40,50,100,150 msa. The pavement composition
given in the design catalogue is relevant to Indian conditions, materials and specifications. For
intermediate traffic ranges, the pavement layer thicknesses are interpolated linearly. But for
traffic exceeding 150msa, the pavement design appropriate to 150msa has been chosen and
further strengthening shall be carried out to extend the life at the appropriate time based on
pavement deflection measurement as per IRC: 81.
AADT
For the purpose of structural design, only the number of commercial vehicles weighing of three
tones or more and their axle loads are considered. The annual average daily traffic on base year,
from traffic analysis is given in Table 8.8.
Scott Wilson
8 - 33
January 2011


Table 8.8: Annual Average Daily Traffic in Base year (2010)

Location
(Existing
Section
Chainage,
km)
I
18+000
II
39+000
Details of section
( Existing Chainage)
Meerut
Hapur
Km 0+000 Km 31+600
Hapur
Bulandshahr
Km 31+600 Km 66+400
M-Axle
LCV & 2-Axle 3-Axle
Bus &
Truck/
tractor Truck Truck
Minibus
HEM/EMV
754
1289
1119
1522
182
707
1561
1706
1659
193
Design Life
For the design of pavement, the design life is defined in terms of the cumulative number of
standard axles that can be carried before strengthening of the pavement is necessary.
It is recommended that pavements for National Highways should be designed for a life of 15
years in IRC: 37-2001. However, to enhance the financial viability of the project, pavement
design in stages is adopted satisfying the following minimum design requirements:
The thickness of sub-base and base layers is designed for a minimum design period of 15 years
and the initial bituminous surfacing for a minimum design period of 10 years.
Vehicle Damage Factors
The vehicle damage factor is a multiplier to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load repetitions. It is
defined as equivalent number of standard axle per commercial vehicle. The VDF varies with the
vehicle axle configuration, axle loading, terrain, type of road and from region to region. The
vehicle damage factors arrived and adopted are presented in Table 8.9.
Table 8.9: Vehicle Damage Factors adopted for the design
Vehicle Type
VDF value adopted for Design

Design Chainage(Km.)
Section (7+400 to 39+350) Section (39+350 to 73+156)
Bus
0.953
0.643
LCV
0.652
0.331
2-Axle Truck
7.077
6.807
3-Axle Truck
9.975
10.470
M-Axle Truck
5.499
6.971
Design Traffic
The design traffic is considered in terms of the cumulative number of standard axles to be carried
during the design life of the road. This can be computed using the following equation:
N = 365 * [(1+r)n-1] * A * D * F
r
Where,
N=the cumulative number of standard axles to be catered for in the design in terms of msa
A=Initial traffic in the year of completion of construction in terms of the number of commercial
Scott Wilson
8 - 34
January 2011


vehicles per day

D=Lane distribution factor
F=Vehicle damage factor
n=Design life in years
r=Annual growth rate of commercial vehicles
The traffic has been used from the projected traffic computed in Chapter 5.0.
The directional distribution and lane distribution of traffic is assumed to be 0.5 and 0.75
respectively.
The design traffic is then computed for design life location wise is presented in Annexures 8.2A
and 8.2B. The design traffic obtained for each homogeneous section is presented in Table 8.10.
Table 8.10: Design Traffic in Million Standard Axles
Section
Design Life Design Traffic (MSA)
8 years
39
Meerut (Km. 0+000) to
Hapur (Km 31+600)
Hapur (Km 31+600) to

10 years
52
15 years
89
20 years
137
25 years
197
30 years
257
8 years
48
10 years
63
15 years
108
20 years
16
25 years
240
30 years
314
CBR Value
The adopted CBR value of existing subgrade soil from Km 35+000 to km 55+000 is 6% and
from km 55+000 to km 66+000 is 8%.
Pavement Materials
The general specification sections and characterisation of material is presented in Table 8.11.
Table 8.11: Materials Specification and Characterisation
Sl.No.
1
2
3
Pavement Layers and

Materials
Embankment Construction
Subgrade
Granular Sub-base
Sections
Details
Section 305
Section 305
Section 401
Upper Layer
Lower Layer
Scott Wilson
8 - 35
Remarks
Minimum Soaked CBR 7%

Minimum compacted thickness 100mm
Grading I of Table 400-1
Grading I of Table 400-2
January 2011

Sl.No.

Pavement Layers and

Materials
Base Course-WMM
Sections
Details
Section 406
5
6
7
Prime Coat
Tack Coat
Bituminous Macadam
Section 502
Section 503
Section 504
Dense Bituminous Macadam Section 507
Bituminous Concrete
Section 512
10
Dry Lean concrete
Section 601
11
Pavement Quality Concrete Section 602
Remarks
Thickness of single layer shall be 75mm200mm

Thickness of single layer shall be 100 mm
and 150 mm
Minimum compacted thickness of 140mm
The flexible pavements would be designed as a multi-layer system consisting of typical

component layers, namely sub-base, base course, binder course and surface course. Generally
sub-base course consist of granular materials laid in one or more layers of same or different
materials, depending upon availability of materials and cost. The base course may generally
consist of Wet Mix Macadam (WMM) laid in layers of same or different gradings, depending
upon the thickness requirements, machinery and cost. The binder and surfacing courses generally
consist of layers of bituminous mixes of different specifications. As the lower pavement layers
are subjected to lesser magnitude of stresses, materials of lower strength could be made use of in
the lower pavement layers. Superior pavement materials, which could withstand higher stresses
and also wear and tear due to traffic and environmental factors, are used in upper layers.
The flexible pavement thicknesses required for pavement widening and New Pavement of
stretches is given in Table 8.12& Table 8.13.
Design Chainage
(km)
From
To
Design
Traffic
10
15
Year Year
(MSA) (MSA)
CBR of Subgrade
(%)
Table 8.12: Flexible Pavement Thickness for Widening of Existing Lane

Pavement Thickness
Designed
Designed for
for 15
10 years
years
Total
Sub- (mm)
Wearing Binder
Base
base
Course Course
(mm)
(mm)
(mm)
(mm)
39+350 62+040
63
108
40 (BC)
135
250
(DBM)
260
62+040 73+512
63
108
40 (BC)
130
250
(DBM)
230
Scott Wilson
8 - 36
Remarks
Existing
ground to be
checked for
suitability and
loosened,
650
recomputed to
desire MDD
685
January 2011


Table 8.13: Flexible Pavement Thickness for New pavement and Reconstruction Stretches
Design Chainage (km) Design Traffic CBR of
Subgrade Designed for 10 Designed for
years
15 years
Total
From
To
10
15
(%)
Wearing Binder Base Sub(mm)
Year Year
Course Course (mm) base
(MSA) (MSA)
(mm)
(mm)
(mm)
7+469
35+456
52
89
7
40
125
250
230 645
35+456
38+978
No Improvement is proposed for existing Hapur Bypass of NH-24
38+978
73+512
63
108
7
40
130
250
230 650
8.7.2
IRC: 81-1997 Method of Flexible Overlay For Strengthening of Existing Pavement

The average characteristic deflection (Dc) values to be used for design purposes have been
worked from BBD survey. The design traffic in terms of cumulative standard number of axle
with respect to homogeneous traffic sections is already given in Table 8.5. The thicknesses are
deduced from Figure 9 of IRC 81-1997 in terms of bituminous macadam construction. Since the
materials specified in wearing course of widening portion are BC/DBM, the thicknesses obtained
in terms of BM should be determined using equivalency factors:
1cm of Bituminous Macadam = 1.5 cm of WBM/Wet Mix Macadam/BUSG
1cm of Bituminous Macadam = 0.7 cm of DBM/AC/SDC
The overlay thickness calculated and proposed is presented in Table 8.14.
Table 8.14: Proposed Overlay Thicknesses on existing lane
Average
Design Thickness Thickness in
term of
Characteristic Traffic for in BM
(mm)
BC/DBM
Deflection (mm) 10years
(mm)
(MSA)
From
To
39+350 49+800 10450
0.818
63
68
48
49+800 58+215 8415
0.902
63
88
62
58+215 73+512 15297
0.853
63
76
54
Design
Length
Chainage (km) (m)
8.7.3
Overlay
Portion
(mm)
BC DBM
40 50
40 50
40 50
IRC: 58-2002 Method of Rigid Pavement Design For Toll Plaza locations
Rigid pavement for new carriageway has been designed as per IRC: 58-2002.
Wheel Load
A tyre pressure of 8 kg/cm2 may be adopted for the design.
For important roads, such as Expressways, National Highways and other roads where there will
be uninterrupted traffic flow and high volume of truck traffic, the suggested value of Load Safety
Factor (LSF) is 1.2. For roads of lesser importance having lower proportion of truck traffic, LSF
may be taken as 1.1. For residential and other streets that carry small number of commercial
traffic, the LSF may be taken as 1.0.
It is recommended that the basic design of the slab be done with a 98th percentile axle load, and
the design thereafter checked by for fatigue consumption for higher axle loads.
Design Period
Scott Wilson
8 - 37
January 2011


Normally, cement concrete pavements have a life span of 30 years and should be designed for
this period.
Design Traffic
Design traffic of 25 per cent of the total two- lane two-way commercial vehicles may be
considered as a very conservative estimate for design against fatigue failure. In case of four-lane
and multi-lane divided highways, 25 per cent of the total traffic in the direction of predominant
traffic may be taken for design of pavement.
Temperature Differential
Temperature differential between the top and bottom of pavements causes the concrete slab to
warp, giving rise to stresses. For this purpose, guidance may be had from Table 8.15.
Table 8.15: Recommended Temperature Differentials for Concrete
Zone
Temperatures Differentials, 0C in
Slabs of Thickness
15cm
20cm
25cm
30cm
Punjab, U.P., Uttaranchal, Gujarat, Rajasthan, 12.5
13.1
14.3
15.8
Haryana and North M.P., excluding hilly regions.
States
Characteristics of Subgrade and Sub-Base

The strength of subgrade is expressed in terms of modulus of subgrade reaction k, which is
defined as pressure per unit deflection of the foundation as determined by plate bearing tests. An
approximate idea of k-value of a homogeneous soil subgrade may be obtained from its soaked
CBR value-using Table 8.16.
Table 8.16: Approximate k-value corresponding to CBR Values for Homogeneous Soil
Subgrade
Soaked CBR Value % 2
2.1
k-value (kg/cm2/cm)
3
2.8
4
3.5
5
4.2
7
4.8
10
5.5
15
6.2
20
6.9
50 100
14.0 22.2
The approximate increase in k-values of subgrade due to different thicknesses of sub-bases made
up of untreated granular, cement treated granular material and dry lean concrete (DLC) layers
may be taken from Tables 8.17 and 8.18. Unconfined compressive strength of cement treated
granular material should be a minimum of 2.1 MPa and compressive strength of DLC should be
7 MPa at 7 days.
Table 8.17: k-Values over Granular and Cement Treated Sub-bases
k-value
Effective k (kg/cm2/cm) over untreated
2
(kg/cm /cm) granular layer sub-base of thickness in
cm
15
22.5
30
2.8
3.9
4.4
5.3
5.6
6.3
7.5
8.8
8.4
9.2
10.2
11.9
Scott Wilson
8 - 38
Effective k (kg/cm2/cm) over

cement treated sub-base of
thickness in cm
10
15
20
7.6
10.8
14.1
12.7
17.3
22.5
-
January 2011


Table 8.18: k-Values over Dry Lean Concrete Sub-base

k-value of Subgrade (kg/cm2/cm)
Effective k over 100 mm DLC,
(kg/cm2/cm)
Effective k over 150 mm DLC,
(kg/cm2/cm)
2.1
5.6
2.8
9.7
4.2
16.6
4.8
20.8
5.5
27.8
6.2
38.9
9.7
13.8
20.8
27.7
41.7
Separation Layer between sub-base and pavement:

Foundation layer below concrete slabs should be smooth to reduce the inter layer friction. A
separation membrane of minimum thickness of 125 micron polythene is recommended to reduce
the friction (Ref. IRC: 15-2002) between concrete slabs and dry lean concrete sub-base (DLC).
Drainage Layer
In order to facilitate quick disposal of water that is likely to enter subgrade, a drainage layer of
150mm thick GSB has been considered as per IRC: 15-2002.
Characteristics of Concrete
Flexural strength of plain concrete as per IS: 456-1978 is given as
fcr =
Where fcr
fck
0.7x f ck
=
=
flexural strength (modulus of rupture), N/mm2

Characteristic compressive cube strength concrete, N/mm2
According to Croney and Croney,

fcr
fcr
=
=
0.49 x fck0.55 for gravel aggregates and

0.36 x fck0.7 for crushed aggregates
For M-40 concrete, fcr values from the above three equations are obtained as 44.27 (IS: 456),
37.26 (gravel) and 47.61 kg/cm2 (crushed rock) respectively. Hence a flexural strength of 45
kg/cm2 is recommended for M-40 concrete.
The recommended value of modulus of elasticity of pavement concrete is 3x105 kg/cm2.
Pavement concrete is subjected to dynamic loading and the ratio of static and dynamic moduli on
the same concrete is found as 0.8. The modulus value increases both with age and strength but
the variation is small.
A Poissons Ratio of 0.15 is considered.
The coefficient of thermal expansion of concrete (Alpha) of the same mix proportions varies with
the type of aggregate. However, for design purpose, a value of (Alpha) = I0XI0-6 per 0C may be
adopted in all cases.
The ratio between the flexural stress due to the load and the flexural strength of concrete is
termed as the stress ratio (SR). If the SR is less than 0.45, the concrete is expected to sustain
infinite number of repetitions. As the stress ratio increases, the number of load repetitions
required to cause cracking decreases. The relation between fatigue life (N) and stress ratio is
given as:
Scott Wilson
8 - 39
January 2011


N= unlimited for SR< 0.45
4.2577
N=
SR 0.4325
3.268
When 0.45<SR< 0.55
0.9718 SR
for SR > 0.55
0.0828
Log N =
The designed thickness obtained from IRC 58-2002 for the Toll Plaza location at km 35+215 is
presented in Table 8.19. The design calculations are given in Annexure 8.3.
Table 8.19: Proposed Rigid Pavement thickness at Toll Plaza Location, km 35+215
8.8
Material Type
Thickness (mm)
Pavement Quality Concrete (M-40)

Dry Lean Concrete (M-10)
Granular Sub-base
Subgrade
300
150
150
500
Junctions Design
Road junction/intersection is a key element of highway design. The efficiency, safety, speed, cost
of operation and capacity of road system depends very much on the intersection design. The
choice between an at-grade and grade separated junctions at a particular site depends upon
various factors such as traffic, economy, safety, aesthetic delay etc. Grade separated junctions
generally are more expensive initially and are justified in certain situations. The main objective
of intersection design is to reduce the severity of potential conflicts between motor vehicles,
buses, trucks, bicycles, pedestrians and facilities while facilitating the convenience, ease, safety
and comfort of people traversing the intersections. The design should be fitted closely to the
natural transitional paths and operating characteristics of the users.
Design of a safe intersection depends on many factors as given below:
Human factors
Traffic considerations (mainly design hour turning movements, type of movement and
vehicle speeds)
Road and environmental considerations (sight distance, conflict area, geometric features)
Economic factors.
Generally intersections can be classified in to three categories depending on the traffic
conditions. These are
8.8.1
Uncontrolled intersections at-grade;

Intersections with Priority Control;
Time separated / signalised intersection at-grade;
Space separated intersections/Grade separated intersections
General Criterion for improvement proposal at junctions

A signalised intersection besides other warrants is justified if the major street has a traffic
volume of 650 to 800 vehicles per hour (both directions) and Minor Street has 200 to 250
vehicles per hour in one direction only. The detailed warrants for signalised intersection are
Scott Wilson
8 - 40
January 2011


laid down as per IRC: 93-1985.

The vehicular under/overpass structures will be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes will
also be provided across other categories of roads carrying an average daily traffic of more
than 5000 PCUs on the date of inviting bids.(As per Clause:2.13.2, IRC:SP:84-2009)
An interchange, besides any overriding necessity, is justified when the total traffic of all the
arms of the intersection is in excess of 10,000 PCUs per hour. The detailed warrants for
interchanges are given in IRC: 92-1985.
Grade separations should be provided across existing railway crossings if the product of ADT
(fast vehicles only) and the number of trains per day exceeds 50,000 within the next 5 years.
For new constructions such as bypasses, grade separations should be provided when this
figure is greater than 25,000.
The turning movement surveys for estimation of peak hour traffic for the design of major
intersection have been carried out. The details regarding composition and directional movement
of traffic is furnished in Chapter 5. The data derived from surveys were analysed to identify
requirements of suitable remedial measures, such as construction of underpasses, flyovers,
interchanges, and grade-separated intersections along the project road alignment.
The geometric design of junctions has been done taking in to account the site conditions, turning
movement characteristics, level of services, overall economy and operational safety.
8.8.2
Details of Junctions improvement proposal

There are existing 6 major, 68 minor junctions and 10 new major junctions will be evolved due to
the proposal of bypasses. Cross roads with paved carriageway are only considered for development
of the junction. The major junctions forming with National Highways, State highways and District
roads are listed in Table 8.20.
Scott Wilson
Table 8.20: Junction Improvement proposal

Design
Cross Road
Type
Chainage
Side
Leading to
(km)
Sl.
No
Existing
Chainage
(km)
7+469
7+469
2*
12+200
3*
Remark
LHS
City Road
RHS
Existing Meerut
bypass road
12+200
LHS
Phaphunda
Phaphunda Bypass
14+250
14+700
LHS
Phaphunda
At end of Proposed
Phaphunda Bypass
4*
17+350
17+800
LHS
Kharkhauda
Kharkhauda bypass
5*
20+145
20+800
LHS
Kharkhauda
At end of Proposed
Kharkhauda Bypass
8 - 41
Start Point of Project
January 2011

Sl.
No
Existing
Chainage
(km)
Design
Chainage
(km)
6*
22+900
23+500

Cross Road
Type
Remark
Side
Leading to
Straight
To Hapur
Left
Hapur bypass
LHS
Moradabad
RHS
Delhi
7*
---
34+600
44+800
49+900
RHS
Gulaothi
At the start of Proposed

Gulaothi Bypass
49+200
57+000
RHS
Gulaothi
At the end of Proposed

Gulaothi Bypass
LHS
NH-235
/Bulandshahr
10
66+482
73+512
RHS
Sl. No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Scott Wilson
New Junction at start of

proposed Hapur bypass
End of Project Road
NH-91/Delhi
Minor Intersections
Junction Type
Design Chainage
(Cross(X)/T or
Y type
7+469
X
7+970
T
8+524
T
9+328
T
9+465
T
9+600
T
10+325
T
12+180
T
12+880
X
14+050
X
14+620
T
16+810
T
17+780
T
18+270
X
Side
LHS &RHS
RHS
RHS
LHS
RHS
LHS
LHS
LHS
LHS &RHS
LHS &RHS
LHS
RHS
LHS
LHS &RHS
15
18+500
LHS &RHS
16
17
18
19
20
21
20+790
21+055
21+180
21+500
21+770
22+290
X
T
X
X
T
T
LHS &RHS
LHS
LHS &RHS
LHS &RHS
LHS
RHS
8 - 42
NH-24 bypass
January 2011

Scott Wilson
Sl. No.
Design Chainage
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
23+580
23+810
39+300
39+940
40+660
40+865
40+885
41+000
41+150
41+270
41+770
42+000
42+400
42+995
43+600
44+030
45+180
46+150
46+425
48+295
48+635
48+865
49+340
49+360
58+000
58+100
58+360
59+470
59+575
61+450
63+495
63+620
64+400
64+700
65+140
66+475
67+000
68+155
68+460
69+070

Junction Type
(Cross(X)/T or
Y type
T
X
X
T
T
T
T
T
T
T
T
T
T
T
T
T
T
T
T
X
T
T
T
T
X
T
T
T
T
X
T
T
T
T
T
T
T
X
T
X
8 - 43
Side
LHS
LHS &RHS
LHS &RHS
LHS
LHS
RHS
LHS
RHS
LHS
RHS
RHS
RHS
LHS
LHS
LHS
RHS
RHS
LHS
RHS
LHS &RHS
LHS
LHS
LHS
RHS
LHS &RHS
LHS
RHS
RHS
LHS
LHS &RHS
LHS
RHS
RHS
RHS
RHS
RHS
LHS
LHS &RHS
LHS
LHS &RHS
January 2011


Junction Type
(Cross(X)/T or
Side
Y type
62
69+350
T
RHS
63
69+410
T
LHS
64
70+840
T
RHS
65
72+000
T
RHS
66
72+650
T
RHS
67
73+165
T
LHS
68
73+437
X
LHS &RHS
Above junctions to be developed as per the IRC / Ministry Design Standards
Sl. No.
8.9
Design of Bridges
8.9.1
Existing Bridges
Design Chainage
There are total 7 bridges on this route. Out of these, one is a Major Bridge and the remaining six
are minor bridges.
Following criteria are checked to assess the requirement / possibility of widening and
reconstruction of the existing bridges
8.9.2
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
Proposal of New Bridges

Parallel bridges are proposed to be built either on upstream side or on downstream side as per site
requirement. Span arrangement has been kept either similar to the existing bridges or a
combination of two/three spans has been adopted as per site conditions and hydraulic parameters.
In some cases it is proposed to keep only one span to cover the stream. The new proposal has
been prepared based on the IRC: SP: 84-2009, Manual of Specification and Standards for four
laning of National Highways through Public Private Partnership.
The overall width of new bridges shall be same as the roadway width of the approaches. All
new bridges shall have a footpath on left side of the traffic.
Where the daily traffic in PCU exceeds 30,000 at the time of feasibility study/bidding, the
width of new bridge shall be as per six-lane standards.
The brief summary giving condition of existing bridges and their development proposal is
presented in Table 8.21
Typical cross sections at deck level for bridges with and without footpaths are given in
Figure 8.14 to Figure 8.17.
Scott Wilson
8 - 44
January 2011


Figure 8.14: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway
(Both sides new Bridges for 4-Lane Standards)
(Both sides new Bridges for 6-Lane Standards)
Scott Wilson
8 - 45
January 2011


(One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
Figure 8.17: Cross Section of Bridge at Deck Level- without Footpath for 4-Lane Divided Highway
(One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
Scott Wilson
8 - 46
January 2011


Table 8.21: Development scheme of Existing and New Bridges

Sl. Existing
Design
No. Chainage Chainage
(Km.)
(km)
Type of
Structure
Span (m)
Carriagewa Total
No of Span x
y Width Width
Effective Span
(m)
(m)
L
36 + 570
41+615
Minor Bridge
4 x 8.5
6.40
40 + 545
45+585
Major Bridge
3 x 25.0
7.60
41 + 590
46+630
Minor Bridge
3 x 10.0
7.20
52+215
53+470
Minor Bridge 1 x 15.0 (SK)

Minor Bridge
1 x 20.0 (SK)
56+783
58 + 610
65+600
58 + 640
60 + 915
10
62 + 460
Scott Wilson
Minor Bridge
11.0
11.0
1 x 20.0 (SK)
11.0
Minor Bridge
4 x 2.50
9.80
65+632
Minor Bridge
1 x 20.0
7.40
67+912
Minor Bridge
3 x 2.8
8.40
69+435
Minor Bridge
3 x 3.0
7.80
Type of
Bridge
Remark
Condition
of bridge is
very poor
Minor
RCC Girder
10.5
repair is
and Slab
required
Condition
9.20
Brick Arch of bridge is
very poor
2x12.0 RCC T-Beam
New
PSC/RCC T2x12.0
New
beam
PSC/RCC T2x12.0
New
beam
Minor
11.80
RCC Slab
repair is
required
Minor
RCC Girder
10.40
repair is
and Slab
required
8.40
9.40
9.40
8 - 47
Brick Arch
Brick Arch
Condition
of bridge is
very poor
RCC Slab
Skew ( 51)
Minor
repair is
required
Proposal for Bridges

2x12m wide bridge parallel to existing one with
2 x 17m is proposed (RCC T-beam).
Existing Bridge will be retained and a new
12m wide bridge parallel to existing one with
span configuration of 3 x 25.0m.
2x12m wide bridge parallel to existing one with
span configuration of 2 x 17.0m (RCC T-beam).
New Bridge across Canal on Gulaothi Bypass
(2x12m wide)
configuration of 2 x 5m (Box cell).
configuration of 1 x 25.0m.
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).
wide bridge with 1 x 7.0m (Box cell) after
realignment of the existing canal which currently
has a skew angle 81.
January 2011

8.9.3

Improvement Proposal of Railway Level crossings

Grade separations should be provided across existing railway crossings if the product of ADT
(fast vehicles only) and the number of trains per day exceeds 50,000 (TVU) within the next 5
years. For new constructions such as bypass, grade separations should be provided when this
figure is greater than 25,000.
The project road crosses railway tracks at 2 locations inside the Hapur town and construction of
ROB is under progress for these two railway crossings. As Hapur town has been bypassed,
therefore no improvement proposal has been made inside the Hapur town. However, the
proposed Hapur bypass crosses the Railway line at one location at 31+600 (Design Chainage).
The crossing has been grade separated by a ROB. The improvement proposal for the railway
crossings is presented in Table 8.22.
Scott Wilson
8 - 48
January 2011


Table 8.22: Development Proposal for Railway Level Crossings

Sl.
No.
Existing
Chainage (km)
Design
Chainage (km)
Number of
Tracks/ Type
Development
Proposal
Bridge Type
Total
Span
Width in arrangement (No.
m
x length), m
Remark
Existing ROBs
1
29 + 900
Hapur Bypass
One/ Broad
Gauge
Section Bypassed No
improvement
30 + 400
Hapur Bypass
Two/ Broad
Gauge
Section Bypassed No
improvement
Proposed ROBs
1
Scott Wilson
--
31+600
Two/ Broad
Gauge
New ROB
PSC Girder or
Composite Steel 2 x 12.0m
Girder
8 - 49
2 x 36.0 (SK)
On Proposed Hapur bypass
January 2011

8.9.4

Proposal for VUP and PUP

The vehicular under/overpass structures will be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes will also
be provided across other categories of roads carrying an average daily traffic of more than 5000
PCUs on the date of inviting bids.(As per Clause:2.13.2, IRC:SP:84-2009).
Turning movement count carried out on major junctions along the project highway and its
analysis is given in clause 5.16 of chapter 5. Two major junctions at existing chainage km
48+000 and km. 66+482 demands for grade separated structure as per TMC analysis done in
Chapter 5.
Junction at existing chainage, km 48+000 is within the Gulaothi town. This Section of
the road is bypassed, hence no improvement proposal.
Junction at existing chainage, km 66+482 is the end of the project section. Proposal of
developing the junction is not envisaged as this section is realigned.
The existing crossing with the proposed Gulaothi Bypass has also been separated by a VUP.
Structural details of the existing and proposed VUP on the project road are given in Table 8.23a
to 8.23c.
Table 8.23: Existing and Proposed VUP
a) Details of Proposed New Vehicular Underpasses
Existing
Sl
Chainage
No.
(Km)
b)
Name of
Design
Chainage Intersecting
(Km)
Roads
Bypass
28+148
State
Highway to
Modinagar
Bypass
51+642
MDR to
Dhaluna
Bypass
54+760
Road to
Sikandrabad
Proposed
structural
configuration
Double span
Box type
structure
Double span
Box type
structure
Double span
Box type
structure
Structure Over
Proposed
Dimension
all
Structure
(m)
width
type
No.xLxH in m
RCC Box
Type
2x12x5.5
27.5
RCC Box
Type
2x12x5.5
27.5
RCC Box
Type
2x12x5.5
27.5
Details of Existing Vehicular Underpasses
Sl
No.
Scott Wilson
Existing
Chainage (Km)
34+171
Design
Chainage (Km)
39+150
Structure
Dimension
(m)
No.xLxH
2x10.5x5.5
8 - 50
Name of
Intersecting Roads
Remark
NH-24
Existing VUP
Retained/
Improvement of
slip road
January 2011


c) Existing and Proposed PUP /CUP

Sl.
No.
8.10
Existing
Chainage
(Km)
Design
Chainage
(Km)
Hapur
Bypass
26+682
Hapur
Bypass
30+540
Gulaothi
Bypass
52+795
Gulaothi
Bypass
53+480
Proposed
Overall
Name of
Proposed
Proposed
Span
Width
Intersecting
structural
Structure
arrangement
in m
Roads
configuration
type
No. x LxH
Single span
RCC Box
VR
Box type
1 x 7 x 3.5
27.5
Type
structure
Single span
RCC Box
VR
Box type
1 x 7 x 3.5
27.5
Type
structure
Single span
RCC Box
VR
Box type
1 x 7 x 3.5
27.5
Type
structure
Single span
RCC Box
VR
Box type
1 x 7 x 3.5
27.5
Type
structure
Design of Culverts
There are total 67 existing culverts in the proposed road corridor. A summary of the proposal is
given in Table 8.24, and the development proposal for culverts is presented in Table 8.25.
Table 8.24: Summary of Development of culverts
Number of Culverts and Condition
Type of Culvert
Reconstruction
Widening
New Construction
Hume Pipe
15
24
RCC Slab
12
Brick Arch
Total
19
13
24
35 number of culvert on the existing road is not considered for any development proposal, as
these culvert locations are bypassed, Realigned or in the section of out of project scope.
Figure 8.18: Cross Section of Culvert for 4-Lane Divided Highway at Road Level
Scott Wilson
8 - 51
January 2011


Table 8.25: Development Proposals for Existing Culverts
8+560
8+560
Type of
Structures (
Pipe, Slab,
Box, Arch )
Slab
9+135
9+145
Slab
10+100
10+105
HP
1x0.3
12.8
10+565
10+665
HP
1x0.3
12.6
13+120
--
HP
1x1.0
12.5
13+415
--
HP
1x1.0
13.8
13+425
--
Slab
1x1.2
15.0
14+160
--
HP
1x0.3
28.6
14+950
15+405
Slab
1x1.7
15.0
10
15+135
15+593
HP
1x0.6
12.0
11
16+050
16+530
HP
1x0.3
12
17+225
17+682
HP
1x0.3
13
18+585
--
HP
2x0.6
13.6
14
18+870
--
HP
1x1.0
14.8
Existing
Design
Sl.
Chainage Chainage
No.
(Km.)
(Km.)
Scott Wilson
Span
Width of
Arrangement
Culvert
Remark
(Nos. x Length) /
(m)
No of Pipe (m)
3x1.5
12.0 Partialy Choked
Partialy Choked/Parapet RHS
1x1.75
12.0
Broken
Improvement
Proposal
Widening
Widening
Reconstruction as dia
< 0.9m
Parapet Broken Bothsides
< 0.9m
No Improvement due
Chocked on both sides
to Bypass
No Improvement due
LHS Parapet broken
to Bypass
No Improvement due
Completeyl Damaged
to Bypass
No Improvement due
Parapet Damaged
to Bypass
Good Condition
Widening
RHS Parapet Broken
< 0.9m
Completely Damaged and Reconstruction as dia
Buried
< 0.9m
Completely
Damaged/Reconstruction
< 0.9m
No Improvement due
Chocked RHS, Burried LHS
to Bypass
No Improvement due
Partialy Choked
to Bypass
RHS Parapet NA
8 - 52
Proposed Type &

Over all
Span
Width
Arrangements
in m
(m)
Slab, 1x4.5m
26.0
Slab, 1x1.75m
26.0
HP, 1x1.2m
26.0
HP, 1x1.2m
26.0
Slab, 1x1.7m
26.0
HP, 1x1.2m
26.0
HP, 1x1.2m
26.0
HP, 1x1.2m
26.0
January 2011

Existing
Design
Sl.
Chainage Chainage
No.
(Km.)
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )

Span
Width of
Arrangement
Culvert
(Nos. x Length) /
(m)
No of Pipe (m)
15
20+860
21+538
HP
1x0.3
11.8
16
21+380
22+062
Slab
1x3.2
11
17
23+775
--
HP
1x1.0
11.9
18
24+150
--
HP
1x0.3
9.9
19
25+110
--
Slab
1x1.7
12.8
20
25+370
--
HP
1x1.0
12.5
21
27+115
--
Slab
1x1.5
10.0
22
27+335
--
HP
1x0.9
14.5
23
27+765
--
HP
1x0.9
12.5
24
28+245
--
HP
3x1.0
12.0
25
29+135
--
HP
1x0.3
11.3
26
29+800
--
HP
1x0.3
12.2
27
30+250
--
HP
1x1.0
12.8
28
31+385
--
Slab
1x1.7
11.5
29
31+880
--
HP
1x1.0
10.9
Scott Wilson
Remark
Improvement
Proposal
Parapet Broken Bothsides, Reconstruction as dia

Burried
< 0.9m
Parapet Damaged
Widening
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
Good Condition
to Bypass
No Improvement due
Good Condition
to Bypass
No Improvement due
Good Condition
to Bypass
No Improvement due
Partialy Choked
to Bypass
No Improvement due
Completely Choked
to Bypass
No Improvement due
Partialy Choked
to Bypass
No Improvement due
No Parapet, Good Condition
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
Burried Both sides
to Bypass
No Improvement due
Burried Both sides
to Bypass
8 - 53
Proposed Type &

Over all
Span
Width
Arrangements
in m
(m)
HP, 1x1.2m
26.0
Slab ,1x3.2m
26.0
January 2011

Existing
Design
Sl.
Chainage Chainage
No.
(Km.)
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )

Span
Width of
Arrangement
Culvert
(Nos. x Length) /
(m)
No of Pipe (m)
Improvement
Proposal
Remark
30
32+470
--
HP
1x1.0
11.7
Burried Both sides
31
34+045
--
HP
1x0.3
10.8
Parapet broken bothsides
32
34+970
40+005
Slab
1x5.2
12.0
RHS
Parapet
Partialy Choked
33
35+775
40+813
HP
1x0.3
34
36+480
41+525
Brick Arch
1x1.8
10.0
Partialy Choked
Partialy
Choked/
Parapet broken
Partialy Choked
LHS Parapet broken
No Improvement due
to Bypass
No Improvement due
to Bypass
Broken/
LHS
35
36+495
41+537
Brick Arch
1x1.8
10.0
36
37
36+507
36+615
41+550
41+655
Brick Arch
Brick Arch
1x1.8
1x1.8
10.0
10.0
38
37+006
42+045
HP
1x0.3
11.0
39
40
37+210
38+765
42+255
43+808
Slab
Slab
1x1.9
1x3.8
12.6
10.8
LHS Parapet Damage

Partialy Choked
41
40+215
45+260
HP
1x0.3
14.6
Completely Choked
42
41+038
46+080
Slab
1x1.7
12.8
43
42+503
47+550
HP
1x0.3
15.2
44
42+778
47+835
HP
1x0.3
15.2
45
44+446
49+485
Slab
1x1.7
11.0
RHS Buried/Reconstruction
46
44+730
--
HP
1x0.3
15.0
Partialy Choked
47
45+270
--
HP
1x0.9
15.0
Partialy Choked
48
45+560
--
HP
1x1.0
12.2
Good Condition
Scott Wilson
8 - 54
Proposed Type &

Over all
Span
Width
Arrangements
in m
(m)
Widening
Slab, 1x5.2m
26.0
< 0.9m
Reconstruction
HP, 1x1.2m
26.0
Slab, 1x1.5m
26.0
Reconstruction
Slab, 1x1.5m
26.0
Reconstruction
Reconstruction
< 0.9m
Widening
Widening
< 0.9m
Widening
< 0.9m
< 0.9m
Widening
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
Slab, 1x1.5m
Slab, 1x1.5m
26.0
26.0
HP, 1x1.2m
26.0
Slab, 1x1.5m
Slab, 1x3.8m
26.0
26.0
HP, 1x1.2m
26.0
Slab, 1x1.7m
26.0
HP, 1x1.2m
26.0
HP, 1x1.2m
26.0
Slab, 1x1.7m
26.0
January 2011

Existing
Design
Sl.
Chainage Chainage
No.
(Km.)
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )

Span
Width of
Arrangement
Culvert
(Nos. x Length) /
(m)
No of Pipe (m)
Remark
49
45+980
--
Slab
1x4.2
12.5
50
46+250
--
HP
1x1.0
12.0
51
46+730
--
Slab
1x1.7
10.6
Partialy chocked
52
47+050
--
Slab
1x1.7
11.0
Partialy Choked
53
47+715
--
HP
1x1.0
11.0
Partialy Choked
54
48+315
--
HP
1x1.0
14.2
Partialy Choked
55
48+420
--
HP
1x0.3
15.0
Choked
56
49+475
--
HP
1x0.6
14.0
57
49+735
--
HP
1x1.0
14.0
LHS Parapet Broken
58
50+325
--
HP
1x1.0
10.2
LHS Parapet NA
59
50+615
57+480
HP
1x0.3
10.0
60
61
51+465
57+060
58+325
64+055
HP
Slab
1x1.0
1x6.0
12.0
11.0
62
59+146
66+140
HP
1x0.3
12.0
63
59+265
66+255
HP
1x0.3
11.0
Parapet broken
64
60+015
67+010
HP
1x0.3
11.3
Parapet broken
65
60+560
67+557
Slab
1x1.7
11.0
Slab Damaged
Scott Wilson
Good Condition
Parapet Damaged
8 - 55
Improvement
Proposal
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
No Improvement due
to Bypass
< 0.9m
Widening
Widening
< 0.9m
< 0.9m
< 0.9m
Widening
Proposed Type &

Over all
Span
Width
Arrangements
in m
(m)
HP, 1x1.2m
26.0
HP, 1x1.0m
Slab. 1x6.0m
26.0
29.5
HP, 1x1.2m
26.0
HP, 1x1.2m
26.0
HP, 1x1.2m
26.0
Slab, 1x1.7m
26.0
January 2011

Existing
Design
Sl.
Chainage Chainage
No.
(Km.)
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )

Span
Width of
Arrangement
Culvert
(Nos. x Length) /
(m)
No of Pipe (m)
Remark
Improvement
Proposal
66
61+425
68+425
Slab
1x5.0
10.6
Scalping of Concrete from

slab
Widening
67
65+510
--
Slab
1x3.0
12.0
No Improvement due
to Bypass
Proposed Type &

Over all
Span
Width
Arrangements
in m
(m)
Slab, 1x5.0m
26.0
Construction of New Culverts in proposed bypasses:

Sl.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Scott Wilson
Existing
Chainage
Phapunda
Bypass
Kharkhoda
Bypass
Hapur
Bypass
Gulaothi
Design
Chainage
Type of
srtucture
12+400
13+550
14+000
18+075
19+688
19+800
20+350
23+629
24+820
25+630
26+250
27+692
28+600
30+250
32+680
33+790
51+200
HP
HP
HP
HP
HP
HP
Size
(no. x L/dia in
m)
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
HP
HP
HP
HP
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
HP
HP
HP
HP
HP
HP
HP
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
8 - 56
Over all width

in m
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
26.0
January 2011

Scott Wilson

Sl.
No.
Existing
Chainage
Design
Chainage
Type of
srtucture
18
19
20
21
22
23
24
Bypass
52+845
54+000
54+502
55+035
55+208
55+594
56+625
HP
HP
HP
HP
HP
HP
HP
8 - 57
Size
(no. x L/dia in
m)
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
1 x 1.20 dia
Over all width

in m
26.0
26.0
26.0
26.0
26.0
26.0
26.0
January 2011

8.11

Road Furniture and Other features
8.11.1 Introduction
The road furniture, traffic safety features and other facilities included in the design are:
Bus Bays
Truck Lay byes
Road Markings
Traffic Signs
Kilometre Stone Details
200m Stones and Boundary Stones
Delineators and Object Markers
Guard Post
Crash Barrier
Road Humps and Rumble Strips
8.11.2 Bus Bays and Bus Shelters

Bus Bays are proposed as per the recommendations of IRC: 80-1981. The typical bus bay
consists of deceleration and acceleration lanes of 45m length with stopping lane of 5.0 m wide,
15m long in rural areas and 30m long in urban areas. A raised footpath of 2.0m wide is proposed
for the safety of waiting passengers. In urban areas, where the frequency of buses stopping is
more, the length of the stopping lane has been increased to 30m to accommodate two buses
stopping at the same time. Adequate arrangements have also been made to drain off surface
water. The locations of bus lay byes and bus shelters are presented in Table 8.26 and Table 8.27
respectively.
Table 8.26: Locations of Bus bays with Bus Shelter
Existing Chainage
(km)
7+500
22+900
44+800
64+000
Design Chainage
(km)
7+500
23+600
49+600
71+000
Location
Meerut
Hapur
Gulaothi
Bulandshahr
Table 8.27: Locations of Bus Shelters

Existing Chainage
(km)
11+600
13+900
17+800
20+500
22+800
On Proposed Hapur Bypass
36+200
38+100
50+540
61+600
Scott Wilson
Design Chainage
(km)
11+600
13+900
17+800
20+500
22+800
26+900
28+400
41+200
43+100
57+400
68+600
8 - 58
Location
Alipur
Phaphuda
Kharkhoda
Lalpur
Kaili
Jogipura
Dastoi
Hadikpur
Padao
Mithipur
Jainpur
January 2011


8.11.3 Truck Lay Byes

Local consultations were held at the places of petty repair shops, restaurants/dhaba etc. and
subjective opinion of the drivers regarding necessity of truck lay bye is gathered. It consists of
deceleration and acceleration lane of length 45.0m with central parking area of 50.0m length and
7.0m wide with 1.2m wide raised kerb island separating carriageway & Lay bye. Sufficient
working area and space for roadside establishments such as repair shops, vulcanising shops,
service centre, spare parts shops, telephone booth and light refreshments with first aid facilities
can be provided. Only one truck lay-bye has been proposed and its location is presented in Table
8.28.
Table 8.28: Locations of Truck lay byes
S.No.
Existing Chainage
(km)
Design Chainage
(km)
Location
42+000
46+400
Murshadpur
8.11.4 Road Markings

Road markings perform the important function of guiding and controlling traffic on a highway.
The markings serve as psychological barriers and signify the delineation of traffic paths and their
lateral clearance from traffic hazards for safe movement of traffic. Road markings are therefore
essential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of
Practice for Road Markings, IRC: 35-1997 has been used in the study as the design basis.
The location and type of marking lines, material and colour is followed using IRC: 35-1997
Code of Practice for Road Markings.
The road markings were carefully planned on carriageways, intersections and bridge locations.
8.11.5 Cautionary, Mandatory and Informatory Signs
Cautionary, mandatory and informatory signs have been provided depending on the situation and
function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.
8.11.6 Kilometre Stone Details
The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. Kilometre stones
are located on the left-hand side of the road as one proceeds from the station from which the
Kilometre count starts. On divided roads with a central median, kilometre stones would be
provided at the left on both sides of the road i.e., independently for each direction of travel.
Kilometre stones shall be fixed at right angles to the centre line of the carriageway.
8.11.7 200m Stones and Boundary Stones
The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC: 25-1967.
200m stones are located on the same side of the road as the kilometre stones. The inscription on
the stones shall be the numerals 2,4,6 and 8 marked in an ascending order in the direction of
increasing kilometerage away from the starting station. The numerals shall be 80mm high. The
colour of the numerals shall be black on a white background. Boundary stones shall be located
on either side of the road opposite every 200m stone and kilometre stone. In addition these shall
be fixed at all angular points of the boundary. Where the boundary is on a curve or the land is of
significant value and likely to be encroached upon, the boundary stones, as required, shall be
installed at closer intervals.
Scott Wilson
8 - 59
January 2011


8.11.8 Delineators and Object Markers

Roadway delineators are intended to mark the edges of the roadway so as to guide drivers on the
alignment ahead. Object markers are used to indicate hazards and obstructions within the vehicle
flow path, for example, channelling islands close to the intersections.
Delineators and object markers are provided as per the details given in the drawings and are
provided in accordance with the provisions of IRC: 79-1981. They are basically driving aids and
should not be regarded as substitutes for warning signs, road markings or barriers. Delineators
are provided for all curves of radius less than 600m. They are not provided at locations where
Chevron sign boards are provided.
8.11.9 Guard Post
Guard posts are proposed on embankments of height more than 1.0m, bridge approaches and
horizontal curves of radius greater than 161m. The spacing of guard post shall be 2.0m c/c in
these areas. Typical Guard post consists of precast (M20) post of size 200mm x 200mm and a
height of 600mm above ground level. They are encased in M15 cement concrete for a depth of
450mm below ground level. Guard posts are painted with alternate black and white reflective
paint of 150mm wide bands.
8.11.10 Crash Barrier
Metal Beam Crash Barrier is proposed at locations where the embankment height is more than
3.0m, at horizontal curves of radius less than 161m and also at major bridge approaches. Metal
beam rail shall be W-profile corrugated sheet steel beams complying with the following
mechanical properties.
i. Tensile strength, Min = 483 MPA
ii. Elongation in 2 inches, Min = 12%
iii. Yield, Min = 345 MPA
The beam elements shall have nominal width of 483mm. Post consists of formed channel of size
150 x 75 x 5, 785mm long and space consists of formed channel of size 150 x 75 x 5, 330 mm
long. All members of the system should be hot dipped galvanised to have a minimum counting of
550g/sqm, each face in compliance to relevant MOST Specification (Cl. 810). The spacing of
posts should be 2.0m c/c. Crash barrier system absorbs impact of vehicle and laterally restrains a
vehicle from veering off. This ensures minimum damage to the vehicle and passengers.
8.11.11 Road Humps and Rumble Strips
The Road Humps are formed by providing a rounded hump of 3.7m width (17m radius) and
0.10m height for the preferred advisory crossing speed of 25kmph for general traffic as per the
IRC: 991988 guidelines. The basic material for construction is bituminous concrete formed to
required shape. Road humps are located at T-intersections (and cross road intersections) on
minor roads or perpendicular arms about 25m away from the inner edge of the carriageway.
Proper signs boards and markings are provided to advise the drivers in advance of the situation.
Road humps are extended across carriageway up to the edge of paved shoulder.
Rumble Strips are formed by a sequence of transverse strips laid across a carriageway. Maximum
permitted height of 15mm provided no vertical face exceeds 6mm. These rumble device produce
audible and vibratory effects to alert drivers to take greater care and do not normally reduce
traffic speeds in themselves. The typical design details of rumble strips proposed are transverse
strips of Bituminous Concrete 500mm wide and overall thickness 15mm laid across a
carriageway up to the end of paved shoulder. There will be 6 such transverse strips spaced at
2.0m c/c. Rumble strips are proposed in advance of:
Scott Wilson
8 - 60
January 2011


i. Sharp curves with radius less than 161m.

ii. Transition zones (speed limit zones).
iii. Village/urban approaches.
Proper sign boards and marking are proposed to advise the drivers in advance of the situation.
8.12
Design of Toll Plaza

Toll plaza location is one of the most important aspects of any toll scheme. The key factors that
govern the optimum location of toll plaza are:
Minimum traffic diversion from project road to surrounding road network

Revenue collection
Local issues and local tollable traffic
Compatibility with National Highways Act
Engineering issues
8.12.1 Toll plaza location

Location of toll plazas has been proposed based on the traffic dispersal pattern at the respective
homogenous sections, road geometry and vertical profile of the road and the surrounding area.
The locations for the toll plaza for the different section are given in Table 8.29:
Table 8.29: Location and Section of Toll Plaza
Toll Plaza Location
Sl. No
Existing Chainage
(km)
Design Chainage
(km)
42+877
47+900
Remark
One section from Project Start to
Project End
8.12.2 Toll Plaza Design

A width of 3.2m between two upstand kerbs of tollbooth islands is considered optimum in order
to channel vehicles and to ensure they stop close enough to the toll collector. Provision of
different toll lanes width reduces the flexibility, and hence should have not been proposed.
One extra lane 4.5m width should be provided in each direction, in addition to toll lanes, for nontollable/exempt vehicles and oversized (extra wide) vehicles, which cannot pass through regular
toll lanes.
Number of Toll Lanes

The minimum toll lanes required with semi-automatic toll system for the projected peak hour
traffic of 20 years is 12 toll lanes with additional 2 extra lanes. An analysis detail for the toll lane
calculation is given in Ch.5, clause no. 5.12.
Scott Wilson
8 - 61
January 2011


Table 8.30: Required Toll Lanes

Year
2011 2031 2036
2041
Tollable Vehicles
10189 57870 79989 104699
Peak Hour Factor
4.7% 4.7% 4.7% 4.7%
Peak Hour Vehicles
484
2749 3799
4972
Toll Lane Requirement

Semi Automatic Toll Lane @ 240 vehicles per hour
12
16
21
Automatic Toll Lane @ 360 vehicles per hour
11
14
Electronic Toll Collection (ETC lanes) @ 1200 vehicle per hour
Hence, Total number of toll lane is 14 including two extra lanes.

Land width for Toll Plaza
Land width for the toll plaza is to be acquired to permit the provision of toll lanes for projected
peak hour traffic of 20 years subjected to a minimum number of 16 toll lanes and including all
other building and structures to be accommodated at the Toll plaza location.
General Layout
A flared entry and exit approach to the toll plaza should be laid out for the safe transition of
vehicles from the highway to toll plazas and vice versa. Various flare angles can be used
however a flare angle of 1:10 is considered to be most appropriate for National Highways where
the average approach speed of vehicles is in the order of 61 90 km/hr. The total width at the toll
plaza axis is a direct function of the number of toll lanes required in the system. The general
layout of toll plaza is shown in Annexure 8.3.
Scott Wilson
8 - 62
January 2011
Annexure - 8.1
Analysis of Unit Delineation for BBD
Annexure 8.1
Analysis of Unit delineation of Characteristic Deflection by Cumulative Difference Approach
Chainage
From
To
35.000
36.000
37.000
38.000
39.000
40.000
41.000
42.000
43.000
44.000
45.000
46.000
47.000
48.000
49.000
50.000
51.000
52.000
53.000
54.000
55.000
56.000
57.000
58.000
59.000
60.000
61.000
62.000
63.000
64.000
65.000
66.000
36.000
37.000
38.000
39.000
40.000
41.000
42.000
43.000
44.000
45.000
46.000
47.000
48.000
49.000
50.000
51.000
52.000
53.000
54.000
55.000
56.000
57.000
58.000
59.000
60.000
61.000
62.000
63.000
64.000
65.000
66.000
67.000
Scott Wilson
Characteristic
Distance
Deflection
0.566
0.933
0.947
0.810
0.963
0.610
0.897
0.994
0.871
0.816
0.969
0.782
0.995
0.890
1.004
0.799
0.703
0.998
0.891
0.871
0.739
0.856
0.816
0.837
0.898
0.859
0.903
0.853
0.747
0.978
0.851
0.968
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Cum.
Distance
Avg.
Deflection
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
10.00
11.00
12.00
13.00
14.00
15.00
16.00
17.00
18.00
19.00
20.00
21.00
22.00
23.00
24.00
25.00
26.00
27.00
28.00
29.00
30.00
31.00
32.00
0.57
0.75
0.94
0.88
0.89
0.79
0.75
0.95
0.93
0.84
0.89
0.88
0.89
0.94
0.95
0.90
0.75
0.85
0.94
0.88
0.81
0.80
0.84
0.83
0.87
0.88
0.88
0.88
0.80
0.86
0.91
0.91
Actual
Interval
Area
0.57
0.75
0.94
0.88
0.89
0.79
0.75
0.95
0.93
0.84
0.89
0.88
0.89
0.94
0.95
0.90
0.75
0.85
0.94
0.88
0.81
0.80
0.84
0.83
0.87
0.88
0.88
0.88
0.80
0.86
0.91
0.91
Cum. Area
Zx
0.57
1.32
2.26
3.13
4.02
4.81
5.56
6.51
7.44
8.28
9.18
10.05
10.94
11.88
12.83
13.73
14.48
15.33
16.28
17.16
17.96
18.76
19.60
20.42
21.29
22.17
23.05
23.93
24.73
25.59
26.51
27.42
-0.29
-0.40
-0.31
-0.29
-0.26
-0.33
-0.44
-0.35
-0.27
-0.28
-0.25
-0.23
-0.20
-0.11
-0.02
0.02
-0.08
-0.09
0.00
0.02
-0.03
-0.09
-0.11
-0.14
-0.13
-0.11
-0.08
-0.06
-0.12
-0.11
-0.05
0.00
At
Lp
F
27.42
32.00
0.86
1 of 2
Annexure 8.1
Unit Delineation of Road Sections

0.1
0.0
35
40
45
50
55
60
65
70
Cumulative Difference
-0.1
-0.2
-0.3
-0.4
-0.5
Chainage (km)
Scott Wilson
2 of 2
Annexure 8.2 A
Design traffic in million standard
axle at km 18+000
Annexure 8.2A
DESIGN TRAFFIC IN MILLION STANDARD AXLE
Project Road: NH-235, Meerut to Bulandshahr
Location/ Section: Location of Survey Km 18+000, Section from Km. 0+0 to Km. 30+000
Base Year/ Traffic Count Year: June 2010
VEHICULAR TRAFFIC PROJECTION IN AADT , BOTH DIRECTION
Bus
YEAR
LGV
Growth
Rate %
2-axle
Growth
Rate %
AADT
Growth
Rate %
AADT
752
6.70
1290
5.20
1119
2011
802
6.40
Constructi
2012
854
6.40
on Period
2013
908
6.40
2014
967
6.40
1
2015
1028
6.40
2
2016
1094
6.40
3
2017
1164
5.50
4
2018
1228
5.50
5
2019
1296
5.50
6
2020
1367
5.50
7
2021
1442
5.50
8
2022
1522
5.10
9
2023
1599
5.10
10
2024
1681
5.10
11
2025
1766
5.10
12
2026
1857
5.10
13
2027
1951
5.00
14
2028
2049
5.00
15
2029
2151
5.00
16
2030
2259
5.00
17
2031
2372
5.00
18
2032
2490
5.00
19
2033
2615
5.00
20
5 00
2034
2746
5.00
21
2035
2883
5.00
22
2036
3027
5.00
23
2037
3178
5.00
24
2038
3337
5.00
25
2039
3504
5.00
26
2040
3679
5.00
27
2041
3863
5.00
28
Cumulative Both Direction Traffic in Million
Year
BUS
8 years
3.304
10 years
4.386
15 years
7.618
20 years
11.750
25 years
17.024
30 years
22.274
1357
1428
1502
1580
1662
1749
1836
1928
2024
2125
2232
2343
2460
2583
2713
2848
2991
3140
3297
3462
3635
3817
4008
4208
4419
4639
4871
5115
5371
5639
5921
5.20
5.20
5.20
5.20
5.20
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5 00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
1177
1238
1303
1371
1442
1517
1596
1675
1759
1847
1940
2037
2138
2245
2358
2475
2599
2729
2866
3009
3159
3317
3483
3657
3840
4032
4234
4445
4668
4901
5146
BASE
YEAR
2010
LGV
5.258
6.928
11.890
18.224
26.307
34.354
3-axle
M-axle
Growth
Rate %
AADT
Growth
Rate %
AADT
5.20
1522
5.20
182
5.20
5.20
5.20
5.20
5.20
5.20
5.20
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5 00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
1601
1684
1772
1864
1961
2063
2170
2279
2393
2512
2638
2770
2908
3054
3207
3367
3535
3712
3898
4092
4297
4512
4738
4974
5223
5484
5759
6046
6349
6666
7000
5.20
5.20
5.20
5.20
5.20
5.20
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5 00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
191
201
212
223
235
247
259
272
286
300
315
331
347
364
383
402
422
443
465
488
513
539
565
594
623
655
687
722
758
796
835
5.20
5.20
5.20
5.20
5.20
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5 00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
AADT
2-Axle
4.566
6.017
10.330
15.834
22.859
29.853
3-Axle
6.210
8.184
14.050
21.537
31.092
40.604
M-Axle
0.742
0.977
1.678
2.571
3.711
4.847
CUMULATIVE NUMBER OF STANDARD AXLES TO BE CATERED FOR DESIGN IN TERMS OF MSA PER LANE IN EACH
DIRECTION
0.5
Lane Distribution (D)
0.75
VDF Values (F)
Scott Wilson
The Cumulative number of Standard Axles (N)
365 1 r 1
A D F
r
n
Bus
0.953
LGV
0.652
A= Initial traffic in the year of completion of construction
2-Axle
7.077
n= Design life in years
3-Axle
9.975
r = Annual growth Rate of Commercial Vechile
M-Axle
5.499
Year
BUS
LGV
2-Axle
3-Axle
8 years
10 years
15 years
20 years
25 years
30 years
1.181
1.567
2.722
4.199
6.084
7.960
1.286
1.695
2.909
4.458
6.435
8.404
12.118
15.969
27.414
42.022
60.666
79.226
23.230
30.613
52.555
80.558
116.299
151.880
M-Axle
1.530
2.016
3.459
5.302
7.654
9.995
TOTAL
39
52
89
137
197
257
msa
msa
msa
msa
msa
msa
1 of 1
Annexure 8.2 B
Design traffic in million standard
axle at km 39+000
Annexure 8.2B
DESIGN TRAFFIC IN MILLION STANDARD AXLE
Project Road: NH-235, Meerut to Bulandshahr
Location/ Section: Location of Survey Km 39+000, Section from Km. 30+800 to Km. 66+000
Base Year/ Traffic Count Year: June 2010
VEHICULAR TRAFFIC PROJECTION IN AADT , BOTH DIRECTION
Bus
YEAR
LGV
Growth
Rate %
2-axle
Growth
Rate %
AADT
Growth
Rate %
AADT
705
6.40
1562
5.20
1706
2011
750
6.40
Constructi
2012
798
6.40
on Period
2013
849
6.40
2014
904
6.40
1
2015
961
6.40
2
2016
1023
6.40
3
2017
1088
5.50
4
2018
1148
5.50
5
2019
1211
5.50
6
2020
1278
5.50
7
2021
1348
5.50
8
2022
1422
5.10
9
2023
1495
5.10
10
2024
1571
5.10
11
2025
1651
5.10
12
2026
1736
5.10
13
2027
1824
5.00
14
2028
1915
5.00
15
2029
2011
5.00
16
2030
2112
5.00
17
2031
2217
5.00
18
2032
2328
5.00
19
2033
2445
5.00
20
5 00
2034
2567
5.00
21
2035
2695
5.00
22
2036
2830
5.00
23
2037
2971
5.00
24
2038
3120
5.00
25
2039
3276
5.00
26
2040
3440
5.00
27
2041
3612
5.00
28
Cumulative Both Direction Traffic in Million
Year
BUS
8 years
3.089
10 years
4.100
15 years
7.122
20 years
10.985
25 years
15.915
30 years
20.823
1643
1729
1819
1913
2013
2117
2227
2339
2456
2578
2707
2843
2985
3134
3291
3455
3628
3810
4000
4200
4410
4631
4862
5105
5360
5628
5910
6205
6516
6841
7183
5.20
5.20
5.20
5.20
5.20
5.20
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5 00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
1795
1888
1986
2089
2198
2312
2433
2554
2682
2816
2957
3105
3260
3423
3594
3774
3963
4161
4369
4587
4817
5057
5310
5576
5855
6147
6455
6777
7116
7472
7846
BASE
YEAR
2010
LGV
6.374
8.399
14.419
22.103
31.909
41.671
3-axle
M-axle
Growth
Rate %
AADT
Growth
Rate %
AADT
5.20
1659
5.20
193
5.20
5.20
5.20
5.20
5.20
5.20
5.20
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5 00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
1745
1836
1931
2032
2138
2249
2366
2484
2608
2739
2876
3019
3170
3329
3495
3670
3853
4046
4248
4461
4684
4918
5164
5422
5693
5978
6277
6591
6920
7266
7630
5.20
5.20
5.20
5.20
5.20
5.20
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5 00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
203
214
225
236
249
262
275
289
303
319
335
351
369
387
407
427
448
471
494
519
545
572
601
631
662
695
730
767
805
845
888
5.20
5.20
5.20
5.20
5.20
5.20
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5 00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
AADT
2-Axle
6.961
9.174
15.749
24.140
34.850
45.513
3-Axle
6.769
8.921
15.315
23.475
33.890
44.259
M-Axle
0.788
1.038
1.782
2.731
3.943
5.149
CUMULATIVE NUMBER OF STANDARD AXLES TO BE CATERED FOR DESIGN IN TERMS OF MSA PER LANE IN EACH
DIRECTION
0.5
Lane Distribution (D)
0.75
VDF Values (F)
Scott Wilson
The Cumulative number of Standard Axles (N)
365 1 r 1
A D F
r
n
Bus
0.643
LGV
0.331
A= Initial traffic in the year of completion of construction
2-Axle
6.807
n= Design life in years
3-Axle
10.470
r = Annual growth Rate of Commercial Vechile
M-Axle
6.971
Year
BUS
LGV
2-Axle
3-Axle
8 years
10 years
15 years
20 years
25 years
30 years
0.745
0.989
1.717
2.648
3.837
5.020
0.792
1.044
1.792
2.747
3.966
5.180
17.769
23.416
40.199
61.619
88.957
116.173
26.577
35.025
60.128
92.167
133.058
173.766
M-Axle
2.059
2.713
4.658
7.140
10.307
13.460
TOTAL
48
63
108
166
240
314
msa
msa
msa
msa
msa
msa
1 of 1
Annexure 8.3
Design of rigid pavements for toll
plaza location at km 35+215
Annexure 8.3
DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR TOLL PLAZA
LOCATION AT KM 35+215
PROJECT:
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group
B (Package No. UP/DPR/NHDP-IV/07)] in the state of U.P.:Meerut- Bulandshahr
Section (NH-235)
Inputs
Type of Concrete
Flexural Strength (Modulus of Rupture) of
Concrete
Design Period
Load Safety Factor
Design Traffic, % of the total Repetitions of
Comercial Vehicles
98th Percential axle load
Tyre Pressure
CBR Value of subgrade
Thickness of Granular Sub-Base
Thickness of DLC
Trial Thickness of Pavement
Posson's Ratio of Concrete
Modulus of Elasticity of concrete
Coefficent of Thermal expansion of
Concrete
Spacing of contraction joint (L)
Width of Slab (B)
Modulus of subgrade reaction (kg/cm3)

(from Table 2)
Effective k over 150 cm DLC
Scott Wilson
M40
fcr
45
kg/cm2
30
1.2
Years
25
17
8
8
150
150
30
0.15
300000
ton
kg/cm2
%
cm
cm
25
0.00001
/0C
450
350
cm
cm
4.5
kg/cm3
27.7
kg/cm3
kg/cm2
1 of 8
Annexure 8.3
Fatigue Life Analysis

SINGLE AXLE REAR ONLY
Sl.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
TOTAL
Axle
Axle Load Category Load (AL) Expected
AL X 1.2
Repetitions
in
(Tonnes)
Tonnes in Design life
Stress,
2
kg/cm
from
charts
Stress
Ratio
Fatigue
life,
N
Fatigue life
consumed
1.71
4.403
6.78
9.007
11.133
13.177
15.152
17.069
18.937
20.765
22.558
24.32
0.04
0.10
0.15
0.20
0.25
0.29
0.34
0.38
0.42
0.46
0.50
0.54
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
14335236
762043
166533
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.026
0.030
0.000
TOTAL
Axle
Axle Load Category Load (AL) Expected
AL X 1.2
Repetitions
(Tonnes)
in
Tonnes in Design life
Stress,
2
kg/cm
from
charts
Stress
Ratio
Fatigue
life,
N
Fatigue life
consumed
0
1.20
0.00
2.00
1
0
3.60
2.00
4.00
3
0
6.00
4.00
6.00
5
1820972
8.40
6.00
8.00
7
1505902
10.80
8.00
10.00
9
0
13.20
10.00
12.00
11
0
15.60
12.00
14.00
13
0
18.00
14.00
16.00
15
431951
20.40
16.00
18.00
17
653857
22.80
18.00
20.00
19
2498543
25.20
20.00
22.00
21
1978508
27.60
22.00
24.00
23
3420039
30.00
24.00
26.00
25
863904
32.40
26.00
28.00
27
2147900
34.80
28.00
30.00
29
210047
37.20
30.00
32.00
31
904557
39.60
32.00
34.00
33
52512
42.00
34.00
36.00
35
315071
44.40
36.00
38.00
37
52512
46.80
38.00
40.00
39
157535
49.20
40.00
42.00
41
0
51.60
42.00
44.00
43
0
54.00
44.00
46.00
45
0
56.40
46.00
48.00
47
CUMULATIVE FATIGUE LIFE CONSUMED
SAFE
0.795
2.063
3.153
4.15
5.09
5.989
6.857
7.697
8.515
9.3111
10.089
10.849
11.593
12.322
13.038
13.741
14.433
15.114
15.786
16.449
17.104
17.752
18.392
0.02
0.05
0.07
0.09
0.11
0.13
0.15
0.17
0.19
0.21
0.22
0.24
0.26
0.27
0.29
0.31
0.32
0.34
0.35
0.37
0.38
0.39
0.41
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
Infinity
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.00
2.00
4.00
6.00
8.00
10.00
12.00
14.00
16.00
18.00
20.00
22.00
24.00
26.00
28.00
2.00
4.00
6.00
8.00
10.00
12.00
14.00
16.00
18.00
20.00
22.00
24.00
26.00
28.00
30.00
1
3
5
7
9
11
13
15
17
19
21
23
25
27
29
266565
914633
3960050
4088411
790608
613197
1395485
452771
452771
371020
22918
0
0
0
0
1.20
3.60
6.00
8.40
10.80
13.20
15.60
18.00
20.40
22.80
25.20
27.60
30.00
32.40
34.80
TANDEM AXLE
Sl.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
Scott Wilson
0.056
2 of 8
Annexure 8.3
Design Wheel Load: Rear Single Axle Only

110.00
100.00
Cumulative Frrequency %
90.00
80.00
70.00
60 00
60.00
50.00
40.00
30.00
98Percentile Load=17.0Ton
20.00
10.00
0.00
0
10 11
12 13
14 15
16 17
18 19
20 21
22 23
24 25
26 27 28
29 30
Rear Single Axle Load In Ton
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3 of 8
Annexure 8.3
Analysis of Axle Load Survey for Rigid Pavement Design
Single Axles Rear only
Axle Load
(tonnes)
0-2
2-4
4-6
6-8
8-10
10-12
12-14
14-16
16-18
18-20
20-22
22-24
24-26
26-28
28-30
Scott Wilson
Average Axle
Load (tonnes)
1
3
5
7
9
11
13
15
17
19
21
23
25
27
29
LGV
16
23
79
21
0
0
0
0
0
0
0
0
0
0
0
2-Axle
0
22
15
1
11
22
49
15
15
15
1
0
0
0
0
Number of Axles
3-Axle Multiaxle
Bus
0
0
60
101
14
0
0
0
0
0
0
0
0
0
0
Total
Total
16
45
154
123
25
22
49
15
15
15
1
0
0
0
0
% Total
3.33
9.38
32.08
25.63
5.21
4.58
10.21
3.13
3.13
3.13
0.21
0.00
0.00
0.00
0.00
Cumulative Cumulative
Total
Total %
16.00
3.33
61.00
12.71
215.00
44.79
338.00
70.42
363.00
75.63
385.00
80.21
434.00
90.42
449.00
93.54
464.00
96.67
479.00
99.79
480.00
100.00
480.00
100.00
480.00
100.00
480.00
100.00
480.00
100.00
480
4 of 8
Annexure 8.3
Check for Temperature Stresses

Spacing of contraction joint (L)
450
cm
Width of Slab (B)
350
cm
70.661
cm
Radius of relative stiffness (I)
Eh 3
12 1
6.368
Bradbury's Coefficent ( C )
0.938
Temperature Differential (t)
15.8
Coefficient of thermal expansion of cement concrete ( )

Edge Warping Stress =
CEt
2
1.00E-06
2.22306 kg/cm2
Highest Axle Load Stress
24.32
kg/cm2
Total of Temperature Warping Stress and the highest

axle load stress=
26.54
kg/cm2
Flexural Strength of Concrete=
45.00
kg/cm3
Safe
Total of Temperature Warping Stress and the highest axle load stress is less
than the flexural strength, so pavement is safe under the combined action of
wheel load and temperature
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5 of 8
Annexure 8.3
Check for Corner Stress
1 .2
3P a 2

2 1
h l
Corner Stress
Radius of relative stiffness, (l)
Radius of area contact of wheel,

Considering a Single Axle dual
wheel (a)
Tyre Pressure (q)
98 percentile axle load
Wheel Load( Dual wheel), P
Load on one tyre, Pd
C/c distance between two tyres (S)
Eh 3
12 1
0. 5
Pd
Pd

S

0.8521x

qx 0.5227 xq
8
17
8.5
4.25
31
0.5
kg/cm2
tonne
tonne
tonne
cm
21.417 cm
70.661 cm
CORNER STRESS
18.08 Kg/cm2
Flexural Strength of Concrete
45 Kg/cm3
The corner stress is less than the flexural strength of the concrete
It is safe
a=
l=
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6 of 8
Annexure 8.3
DESIGN OF DOWEL BAR

Design wheel Load (Dual Wheel)
Kg
8500
Percentage of Wheel load to transferred by Dowel bar
40
Width of Joint (z)
cm
Diameter of Dowel bar (b)
cm
3.2
Characteristic compresive strength of concrete (M40) Grade (f ck)
Kg/cm2
400
Allowable Bearing Stress on Concrete (Fb) = (10.16-b)*fck/9.525
Kg/cm2
292.28
Spacing between Dowel bar, (s) =
cm
20
Distance of the first Dowel bar from the Pavement Edge
cm
15
cm
70.661
Radius of Relative Stiffness, ( l )
Eh 3
12 1
Number of dowel bars participating in load transfer when load is just over the
dowel bar close to the edge of the slab, (n) = 1+ l /spacing
4
2.302 Pt
Total Load transferred by Dowel bar system

Load carried by the Outer dowel bar, (Pt)
Kg
1477.144
cm4
5.147
Kg/cm2/cm
41500
Kg/cm2
2.0E+06
Check for Bearing Stress

Moment of Inertia of Dowel bar, (I) = b4/64
Modulus of Dowel/Concrete interaction (Dowel Support), (K)
Modulus of the Elasticity of the Dowel bar, (E)
Relative stiffness of dowel bar embedded in concrete, () =
Bearing Stress between the concrete and dowel bar (max) =
Kb / 4 EI
KPt
2 Z
4 3 EI
0.238
Kg/cm2
272
Since Bearing Stres is less than the Allowable Bearing stress, Safe
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7 of 8
Annexure 8.3
DESIGN OF TIE BARS

Design Parameters
Slab Thick ness
cm
30
Coefficient of friction between pavement and the Sub-base/base, (f)
1.5
Lane Width, (b)
3.5
Density of Concrete
kg/m3
2400
Weight of Slab, (W)
kg/m
720
Allowable Tensile Stress in plain bars (as per IRC:21-2000), (S)
kg/cm2
1250
Allowable Tensile Stress in Deformed bars (as per IRC:21-2000), (S) kg/cm2
2000
Allowable Bond Stress in plain tie bars, (B)
kg/cm2
17.5
Allowable Bond Stress in Deformed tie bars, (B)
kg/cm2
24.6
Diameter of Tie bar
cm
Cross Sectional area of tie bar, (A)
cm2
1.131
Perimetre of Tie bar, (P)
cm
3.770
1.2
(A) Spacing and length of the plain bar

Area of Steel bar per metre width of join to resist the frictional force
cm2/m
at slab bottom, (As) = bfW/ S
3.024
Spacing of Tie bars c/c, = A/As
cm
37
Length of Tie bar, (L) = 2xSxA / BxP
cm
42.86
Increase length by 10 cm for loss of bond due to painting and

cm
another 5 cm for tolerance in placement, Therefore the length is
58.00
(A) Spacing and length of the Deformed Tie bar

Area of Steel bar per metre width of join to resist the frictional force
cm2/m
at slab bottom, (As) = bfW/ S
1.89
Spacing of Tie bars c/c, = A/As
cm
59
Length of Tie bar, (L) = 2xSxA / BxP
cm
48.78
Increase length by 10 cm for loss of bond due to painting and

cm
another 5 cm for tolerance in placement, Therefore the length is
64.00
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8 of 8
Annexure 8.4
General Layout of Toll Plaza
Annexure 8.4
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Page 1 of 1
Chapter 9
Environmental Screening and
Initial Environmental Evaluation


9.0
ENVIRONMENTAL SCREENING AND INITIAL ENVIRONMENTAL EVALUATION
9.1
Background
The National Highways Authority of India (NHAI) has been entrusted to implement the
development of the project stretch Meerut to Bulandshahr Section of NH-235 for four lane
rehabilitation and up-gradation under NHDP, Phase IVB on BOT/EPC mode under Package No:
UP/DPR/NHDP-IV/07 in the state of Uttar Pradesh.
Environmental Impact Assessment report has been prepared in order to identification and
evaluation of the anticipated environmental impacts during design, construction and operation
phases of 4 lane divided carriageway from Meerut to Bulandshahr Section of National Highway235 which starts at km 0+000 at Begum Bridge within Meerut City and ends at 66+482 on Bhur
Choraha of Bulandshahr City. Based on identified environmental and social issues,
environmental mitigation measures have been proposed for design of the project road.
9.2
Project Description
The 4 laning of Meerut Bulandshahr Section of NH-235, starts from Meerut Town (Km.
7+469) and ends at Bulandshahr town (Km. 66+482). The project road section traverses through
three districts of the Uttar Pradesh, namely Meerut, Ghaziabad and Bulandshahr. The main towns
on the stretches are Meerut, Kharkhonda, Hapur, Gulaothi and Bulandshahr.
Main features of the project road are as under:
From km 0+000 to km 7+469 the existing project road has four-lane with divided carriageway
configuration. Hence, Meerut-Bulandshahr section of NH-235 is framed with the concept of
4-lane configuration highway from km 7+469 onwards to km 66+482.
The four-lane with divided carriageway configuration of Meerut Bulandshahr Section of
NH-235 will require significant land acquisition as existing ROW varies from 30-37 m.
There is no Reserve forest along the project road.
There is no wildlife sanctuary within the 15 km either side from the project road.
The project road is 4 laning of Meerut Bulandshahr Section of NH-235. The project road is a
designated development under the Environmental Impact Assessment (EIA) Notification, 2009
under Environment (Protection) Act (EPA), 1986. As per EIA Notification -2009, Environmental
clearance is required for (i.) New National High ways; and ii) Expansion of National High ways
of greater than 30 km, involving additional right of way greater than 20m involving land
acquisition.
Environmental Impact Assessment studies for the project road will be carried out as per EIA
Notification 2009 after approval of TOR from Ministry of Environment & Forests.
9.3
Description of the Environment

The physical, biological and socio-economic baseline environmental conditions along the project
road are discussed in the following sub sections:
Topography and Physiography: Physiographically, the area along the existing road lies in the
Gangetic Plain. The study area is level plain and has mostly flat topography. The general slope
of the area is from north to south direction. No rock outcrop is observed in the area. Mostly crop
fields observed both side of project road.
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9-1
October 2010


Drainage Pattern: Good natural drainage is available in the area along the project road. There
are few distributaries and minors in the area. There is no major river
Geology: The region is formed by the alluvium of the Quaternary age. No rock outcrop is
observed in the area. The strata section of different tube wells of the area indicates the presence
of thick succession of alternate sequence of sand and clay. The thickness of these beds varies
from place to place. The sedimentary sequence contains alternate layers of sand and clay. The
ground surface is formed by clay. The grain size of the sediments becomes gradually finer in the
upward direction. The area is not subjected to major structural disturbance, so the sediments are
neither folded nor joint and nor fractured.
Surface and Ground Water Hydrology: There are few distributaries and minors flowing
through the area. There is major no river crossed by project road.
The region is medium rainfall area. The area receives average, 829.4 mm of rainfall annually
mainly from south-west monsoon. Nearly 71.6 % of annual rainfall is received during July to
September. Only about 9% of the normal rainfall is received during the winter season. On an
average, there are 41 rainy days in a year
Ground water is the most important water source in the study area. There are many borewells in
the area but dug wells are only few. The first or upper aquifer lies between the depth range of 10
to 30 m below ground level (bgl). The shallow aquifers in the study area are unconfined or semiconfined and these are the water table aquifers. The drilling depth of most of the private
tubewells for irrigation ranges from 15 to 30 m and draw water from main aquifers found at 20 to
25 m bgl. The main aquifers are separated from the top shallow aquifers by clay-kankar beds.
The aquifer material consists of fine to coarse sand. Kankar and pebbles are found associated
with both clay and sand horizons of varying depths.
Soil Characteristics: The soil of the study area consists of alluvial deposit dominated by
sediment constituents. Soil in the area is deep and generally very fertile and possesses mostly
sand, sandy loam, clay loam and loamy texture. The colour of soil in the study area varies from
brown to yellowish. The top surface of soil consists of mostly sandy. Soil of the area are very
fertile and mostly suitable for wheat, sugarcane, paddy, vegetable, fodder, etc.
Water Quality: Ground water samples were collected from most commonly used hand pumps
along the project road. On perusal of the analysis data, it is observed that analyzed values of
water samples are well below the prescribed limits for drinking water as per IS: 10500 for all the
parameters analyzed.
Climatology: May is the hottest month with the mean daily maximum temperature at 40.0OC and
the mean daily minimum at 24.8OC. From April onwards the hot westernly winds begin to blow
the heat is often intense in May and June. The maximum temperature may sometimes be as high
as 45OC or 46OC. With the advance of the southwest monsoon into the area by about the end of
June there is an appreciable drop in the day temperatures in July, but the nights continue to be as
warm as in the summer months. Even during the southwest monsoon season, the day
temperature become high during breaks in the rains and with the increased moisture in the air
weather is often uncomfortable. With the withdrawal of monsoon early in October, both day and
night temperatures begin to drop and the weather becomes pleasant. After the middle of
November, the drop in temperature is more rapid. January is the coldest month with the mean
daily maximum temperature at 20.6OC and the mean daily minimum temperature at 7.9OC. In the
winter months during cold waves which affect the area in the wake of western disturbances
Scott Wilson
9-2
October 2010


passing eastwards minimum temperature may sometimes go down close to the freezing point of
water.
RH is highest during July to September months (76 to 83% at 8:30 hr) and lowest during April
and May months (38 to 39% at 8:30 hr).
Annual average wind speed is 6.3 kmph (1.8 m/s). Highest average monthly wind speed is
observed to be in June (8.9 kmph or 2.5 m/s) while lowest (3.7 kmph or 1.0 m/s) in December
month.
The prevailing winds blow from W-NW sector towards E-SE sector from September to April.
During May and August winds blow from E-W. October and December months have relatively
high calm periods whereas low calm periods are observed during May and June months.
Ambient Air Quality: Ambient air quality monitoring has been carried out with a frequency of
two days per week at 4 locations during the study period. The baseline data of air environment
was monitored for the below mentioned parameters:
Particulate Matter (PM2.5);

Particulate Matter (PM10);
Sulphur dioxide (SO2);
Oxides of Nitrogen (NOX); and
Carbon monoxides (CO);
National air quality standards for rural, residential and industrial area, along the project road are
met for monitored parameters (PM2.5, PM10, SO2, NOx and CO) for all AAQM stations for
National air quality standards for industrial, residential, rural and other area, along the project
road are met for monitored parameters (PM2.5, PM10, SO2, NOx and CO) for all AAQM stations.
Noise Measurements: A preliminary reconnaissance survey was undertaken to identify the major
noise generating sources in the area. The day noise level has been monitored during 6 AM to 10
PM and night levels during 10 PM to 6 AM at all locations. Measured Leq noise levels are
within the limit stipulated for residential areas.
Forest
There is no reserved forest-land involved in the proposed road.
Trees along the Project Road
The plant species like Eucalyptus hybrid, Azadirachta indica, Dalbergia sissoo, Cassia fistula,
Holoptelea integrifolia, Morus ramphij, Pongamia glabra, Albizia lebbek, are very frequently
observed along the project road.
Approx. 13655 trees may need to be cut for project road. Cutting of trees will be major adverse
environmental impact of the project. However, to mitigate the anticipated environmental impacts
due to tree cutting, compensatory afforestation will be carried out by planting 40955 trees (1:3
ratio). Compensatory afforestation will be carried out by Forest Department and fund for it will
be provided by NHAI.
Scott Wilson
9-3
October 2010


Agricultural Development
Agriculture is the main source of livelihood of the population along the project road. Sugarcane,
paddy, wheat, mustard and fodder are major crops cultivated in the area. There are three cropping
season, namely, kharif, Rabi and Zayad. Kharif crops include, jowar, paddy, fodder, etc. while
Rabi crops include wheat, Sugarcane, mustard, etc. Rabi crops are usually sown in November
whereas Kharif crops are sown with the beginning of the first rains in July.
Industries
There is no major industrial establishment along the project road.
Religious Structures
Many religious structures are located along the project. Most of the religious structures are away
from road and will not be affected due to four laning of the project road. However, few mazars
are located close to shoulders and will need to be avoided during design stage.
Sensitive Locations along the Project Road
There is no wildlife sanctuary within 15 km distance either side from the project road.
Protected Areas
The proposed 4 lane upgradation of Meerut Bulandshahr Section NH 235 does not fall under
any protected area.
Archaeological and Historical Monuments
No archaeological and historical monument is located along the project road.
Socio-economic Conditions along the Project Road
There are total 216781 household settlements located along the project road as per census
records2001. Merely 95.9% of total households settlement come in urban area, where Meerut,
Hapur and Gulaothi are major urban settlement along project road, While 4.1% of total
houdehold settlements come in the category of rural area settlements along the project road. The
population of settlements along the project road is 1384918. The male population constituted
nearly 53.2 % persons, while the female population was only 46.8 % of the total population.
About 18.2% of total population belong from schedule cast along the project road, whereas male
population constitute 53.9% and female is 46.1% of total schedule cast population. The presence
of schedule tribe population along the project road is very low. As per census data 2001, only 75
person of schedule tribe found along project. About 56.4% of total population along the project
road is literate, out of which 58.8% are male and 41.2 % are female, as per census data 2001.
About 62.6% of male population is literate along the project road, while out of total population of
female 49.6% female is literate.
Employment Pattern
Along the project road, total workers in the area account for 25.9% (91.3% male and 8.7%
female) of the total population. Main workers in the area account for 89.7% of total worker while
marginal workers accounts for 10.3 %. Nearly 23.7 % workers are engaged in the agricultural
related activities while rest of the main workers are engaged in other activities like mining and
quarrying, manufacturing, processing, servicing and repairs in household industry, construction,
Scott Wilson
9-4
October 2010


trade and commerce, and other services. Total non-workers account for 74.1 % of the total
population.
9.4
Potential Environmental Impacts and Mitigation Measures

Important environmental issues of the project road are as given below:
From km 0+000 to km 7+469 the existing project road has four-lane with divided
carriageway configuration. Hence, Meerut-Bulandshahr Section of NH-235 is framed with
the concept of 4-lane configuration highway from km 7+469 onwards to km 66+482.
The four-lane with divided carriageway configuration of Meerut Bulandshahr Section of
NH-235 will require significant land acquisition as existing ROW varies from 30 m to 37 m.
Both sides of the project road, trees are growing which may need to cut for 4 laning.
There is no reserve forest along the project road.
There is no wildlife sanctuary within the 15 km either side from the project road.
i. Impact on Physiography and Topography

Since the proposed project is four laning of the existing road, impact on the physiography of the
area would be insignificant during construction and operation phase. The design will consider the
improvement of roadside drainage conditions through the improvement of cross-drainage
structures. Design of the cross drainage structures will follow IRC Guidelines (IRC, 1995).
ii. Potential Environmental Impacts on Soil
a. Design and Construction Phase
Loss of Productive Soils: The area along the project road is mostly cultivable land. Some loss of
productive soils is anticipated because most of the land is agricultural land along the road. The
productivity of crops in the region will not be affected significantly by the project road.
Efforts will be made to minimize acquisition of productive lands by alignment of cross sections.
The location of construction camp (if any) and other construction sites shall not be located on
productive agricultural land. The topsoil from all areas to be permanently covered shall be
stripped to a specified depth of 150 mm and stored in stockpiles. The stored topsoil will be
utilized for the redevelopment of borrow areas, top dressing of the road embankments, fill slopes
and filling up of tree pits proposed as part of compensatory plantation.
Soil Erosion : During the upgrading of the project, some trees, shrubs and grasses will need to be
cleared along the project road, which may pose some soil erosion problem during rains. Suitable
mitigation measures will need to be implemented to prevent the soil erosion problem.
Contamination of Soil: In the project road, the contamination of the soil will be negligible.
Further, the contractor shall initiate measures to minimize waste generation from all construction
activities.
Compaction of Soil: During construction phase, at some places, soil in the adjoining productive
lands beyond the ROW may be compacted by the movement of construction vehicles, machinery
and equipment.
During the construction phase, mitigation measures to prevent the soil erosion are:
Scott Wilson
Re-plantation of trees,
Good engineering & construction practices
9-5
October 2010


Turfing on embankment.
Providing mild slopes, not flat nor steep slope,
These steps will efficiently mitigate the potential soil erosion problem and by the time the road
starts operating, the ecosystems will restore itself. Soil erosion should visually check on slops
and high embankment areas along the road during construction phase. In case soils erosion is
found suitable measures should be taken to control the soil erosion.
To prevent any compaction of soil in the adjoining productive lands beyond the ROW, the
movement of construction vehicles, machinery and equipment will be restricted to the corridor.
Ensure stabilization of soil around bridge approach through plantation. Adopt other stabilization
measures also like selection of less eroding materials, placement of good compaction particularly
around water bodies/water streams /bridges and culverts.
Surface drain should be provided for the entire road length with suitable gradients. Drainage
should be augmented wherever it is inadequate to accommodate higher discharges. Existing
culverts should be repaired (renovation and widening up to surface drain).
Borrow Area and Quarries
For construction, substantial quantity of earth is required for project road. The demand of earth is
fulfilled by excavating borrow pits in the vicinity of the project road.
For filling and embankment during construction phase, borrow pits need to be excavated along
the project road. For construction of the Meerut Bulandshahr Section of NH-35, aggregate will
be procured from quarry approved by Uttar Pradesh State Pollution Control Board.
Mitigation Measures
To mitigate the adverse impact during excavation of borrow pits, following mitigation measures
shall be taken:
Indian Road Congress (IRC): 10 -1961 guideline should be followed for excavation of earth
from borrow areas.
Borrow areas shall be excavated as per the intended end use by the owner. In some cases the
owners of land want to develop the area in to pond for rearing fishes. The following criteria
have been used for selection of borrow pits and amount that can be borrowed. They are as
follows:
Borrow areas should not be located on cultivable lands. However, if it becomes necessary
to borrow earth from temporarily acquired cultivated lands, their depth should not exceed
45 cm. The topsoil to a depth of 15 cm shall be stripped and set aside. Thereafter, soil may
be dug out to a further depth not exceeding 30 cm and used in forming the embankment.
Borrow pit shall be selected from wasteland at least 500m away from the road;
Priority should be given to the borrowing from humps above the general ground level
within the road land;
Priority should be given to the borrowing by excavating/enlarging existing tanks;
Borrowing should be from land acquired temporarily and located at least 500m away from
the road;
Borrowing should be from mounds resulting from the digging of well and lowering of
agricultural fields in vicinity of the road;
In case of settlements, borrow pit shall not be selected within a distance 800m from towns
or villages. If unavoidable, earth excavation shall not exceed 30 cm in depth.
Scott Wilson
9-6
October 2010


The haulage distance from site should not be too far.

Aggregate required for road construction shall be procured from quarries approved by Uttar
Pradesh Pollution Control Board. Air and noise emissions from quarry shall be well within the
prescribed limit.
b. Operation Phase
No impact is anticipated on soil during the operation phase and therefore, no mitigation measure
is required. However, soil erosion shall visually be checked on slopes and high embankment
areas along the road during operation phase. In case soils erosion is observed suitable measures
should be taken to control the soil erosion.
iii. Impacts on Water Resources
a Design and Construction Phase
Four laning of the project road is not likely to have any significant impact on existing drainage
system along the project road. Further, adequate culverts and bridges for movement of runoff
during rains will be provided at required locations.
Mitigation Measures
The contractor shall ensure that construction debris does not find it way in to the minor drainage
channels which may get clogged. To restore the surface water flow/drainage, proper mitigation
measures will be taken along the road, like:
Drainage line will be constructed all along the project road.

Extra culverts will be proposed to accommodate the drainage requirement along the
alignment.
Drainage arrangements will be suggested in respect of site conditions in the form of drainage
layer and sub-surface drains in the full width of formation or below the shoulder so as to
keep the pavement well drained at locations where these are required.
Good engineering and construction practiced should be followed.
b. Operation Phase
During the operation phase, drainage pattern or hydrology of the area will not be affected.
Therefore, no impact is anticipated during operation phase and no mitigation measures are
required.
iv. Impact on Water Environment
During design and construction phase, drainage pattern and run off flow conditions along the
project road will not be significantly affected. Water requirement for the project road will be
temporary and meet through existing surface/ground water sources available place to place along
the road. Therefore, no impact is anticipated on the water resources of the area.
No local water supply will be used for upgrading/construction purposes. Hence, the impact on
the local water supply will be insignificant.
Scott Wilson
9-7
October 2010


Mitigation Measures
Following mitigation measures are suggested to mitigate any adverse impacts during design and
construction phase:
Provision shall be made for proper drainage along the road.

Construction camps, if any, shall be properly located to avoid contamination of surface water
bodies by the generation waste and waste-water.
Good engineering practices to be followed to avoid the clogging of water channels along the
project road.
Water to be used for construction shall have separate source.
b. Operation Phase
During operation phase, water quality, drainage pattern and run off flow conditions along the
project road will not be significantly affected and no impact is anticipated on water quality along
the project road. Therefore, no mitigation measure is required for operation phase.
v. Impact on Ambient Air Quality
a. Construction
Certain amount of dust and gaseous emissions will be generated during the construction phase
from excavation machines and road construction machines. Pollutants of primary concern
include Particulate Matter (PM2.5) and Particulate Matter (PM10). However, suspended dust
particles may be coarse and will be settled within a short distance of construction area. Therefore,
impact will be temporary and restricted within the closed vicinity of the construction activities
along the road only.
The following mitigation measures will also be taken to mitigate the dust entrainment and
fugitive emissions from the various sources:
Asphalt and hot-mix plants will be located at least 1 km away in down wind direction from
inhabited urban and rural stretches along the road with the clearance from Uttar Pradesh
Pollution Control Board.
Sprinkling water will control fugitive dust emissions.
Sprinkling of water on the dust prone areas and construction yard.
Regular maintenance of machinery and equipment will be carried out.
b. Operation Phase
During the operation phase, air quality along the road will be affected by vehicular emissions on
the project road. Pollutants of primary concern will include NOx, CO, SPM and SO2. It is
suggested that roughness of project road should be as per IRC:SP:16-2004. As per IRC
guidelines roughness <2000 mm/km is considered good for bituminous concrete surface.
vi. Impact on Noise
During the construction phase, the noise level is bound to increase by the use of construction
machines, generators, etc. However, these noise levels will be temporary in nature mostly during
daytime only. The impact of noise on surrounding area during the construction phase will be
limited to short distance, hence inferred as moderate.
Scott Wilson
9-8
October 2010


Some salient features related to potential noise impact of road development include:
The road noise impact is greatest where road passes though populated areas,
The range of noise level should be understood in relation to the habitation type also, for
example, road noise in industrial areas is not likely to be problematic but at sensitive location
like schools, worship place, its impact may be significant
During the operation phase, noise will be generated through the vehicles movement. It will
depend up on traffic density, number of traffic event. Plantation along the road and improved
road conditions will be helpful in reduction on noise levels during operation phase. To mitigate
the impact of noise levels during operation phase, following mitigation measure are anticipated:
It is suggested that roughness of project road should be as per IRC:SP:16-2004. As per IRC
guidelines roughness <2000 mm/km is considered good for bituminous concrete surface.
Developing trees barriers between the road and sensitive area, wherever it is possible.
Noise measurements should be carried out along the road to ensure the effectiveness of
mitigation measures.
vii. Impact on Flora, Fauna and Ecosystem

During the design and construction of project road, vegetation in the form of trees, shrubs and
grasses will be cleared. Matured trees are growing along the road within the ROW, which will
need to clear for construction of road.
Important positive and negative impacts on flora, fauna and ecosystem due to project road are:
Approximately 13655 trees are growing within the ROW. These trees will need to be cut for 4
laning of the project road.
The aquatic ecology will not be damaged, as structures will be provided on the water bodies
crossed by project road.
The loss of trees and herbal cover at least during the construction phase, is likely to produce
some negative impacts.
Impact of Dust Generation of Vegetation
During construction of road, dust will be emitted and settled on the foiler surface of leaves of
plants in the close vicinity of project road. It may interfere plant growth for short duration as this
dust will be washed off during first rain.
Mitigation Measures
Careful and proper planning should be done for re-plantation of trees during design and right
at the commencement of construction and the phase wise removal of growing trees will
mitigate the negative impacts.
Compensatory plantation of 40965 trees should be started during construction phase parallel
to the construction activities.
Scott Wilson
9-9
October 2010


b. Operation Phase
During the operation phase, no adverse impact is anticipated on the flora and fauna of the area.
Plantation along the road on available space will enhance flora in the area.
Mitigation Measures
Compensatory afforestation should be done along the project road during operation phase, where
ever it is possible. Monitoring of survival of trees should be done at regular interval and suitable
mitigation measures should be taken to protect the trees.
viii. Impacts on Social Environment
Construction and operation phases of project road will have some beneficial impacts on social
environment. Some increase in income of local people is expected as local unskilled, semiskilled
and skilled persons may gain direct or indirect employment during construction phase. Since the
immigration of work force during construction phase is likely to be very small, the social impacts
on literacy, health care, transport facilities and cultural aspects are expected to be insignificant.
9.5
Environmental Monitoring Plan

An institutional mechanism needs to be incorporated in the proposed project management and
execution system. The NHAI will be responsible for the implementation of all the mitigation and
management measures suggested in EMP for project road. The NHAI is also responsible for
implementation the complete resettlement and rehabilitation for all those affected by the project.
The NHAI has certain organizational and institutional capacity to be able to satisfactory complete
the implementation of the EMP.
To ensure the effective implementation of the mitigation measures and environmental
management plan during construction and operation phase of the project road, Environmental
monitoring plan has been designed for ambient air quality monitoring, water quality monitoring,
noise levels monitoring, soil erosion and plantation areas.
9.6
Environmental Management Plan

Environmental management plan have been prepared for pre-construction, construction and
operation phases. During the design, construction and operation phase of project road, anticipated
impacts have been identified, assessed and evaluated. To mitigate such adverse environmental
impacts, environmental management plan has been suggested. Environmental Management Plan
(EMP) also include, reporting procedures and training for implementation of environmental
management plan. The responsibility for implementation and supervision of EMPs are vested
with four agencies, namely, Contractors, NHAI, Project Implementation Unit (PIU) and
supervision consultant.
9.7
Environmental Budget for Mitigation Measures & Environmental Management Plan

Summary of approximate cost for implementation of mitigation measures and environmental
management plan (EMP) is given below:
Sl. No.
1.0
2.0
Scott Wilson
Various Activities
Implementation of EMP
Environmental Monitoring Cost
Total
Say
9 - 10
Cost (Rs.)
75,995,000
494,000
76,489,000
Rs. 7.7 Crores
October 2010
Chapter 10
Initial Social Assessment and
Preliminary Land Acquisition/
Resettlement Plan


Initial Social Assessment and Preliminary
Land Acquisition /Resettlement Plan
10.0
INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND ACQUISITION /

RESETTLEMENT PLAN
10.1
Description of the Project Road

The National Highways Authority of India (NHAI) has been entrusted to implement the
development of the project stretch Meerut to Bulandshahar Section of NH-235 for four lane
rehabilitation and up-gradation under NHDP, Phase IVB on BOT/EPC mode under Package No:
UP/DPR/NHDP-IV/07 in the state of Uttar Pradesh. The 4 laning of Meerut Bulandshahar
Section of NH-235, starts from Meerut Town (Km. 7+469) and ends at Bulandshahar town (Km.
66+482). The project road section traverses through three districts of the Uttar Pradesh, namely
Meerut, Ghaziabad and Bulandshahar. The main towns on the stretches are Meerut, Kharkhonda,
Hapur, Gulaothi and Bulandshahar.
For four laning of the project road, fresh land and structures acquisition will be required. To
provide the compensation and other resettlement benefits to the project affected persons,
resettlement action plan have been prepared as per National Highways Act (Amendment) 1997
and NRRP 2007.
10.2
Objectives of the Resettlement Action Plan

The Resettlement Plan has been prepared keeping the following broad objectives:
a) The negative impact on persons affected by the project would be avoided or minimized.
b) Affected people and the beneficiary population will be informed and consulted about the
project and its design where the negative impacts are unavoidable.
c) Peoples participation will be undertaken in planning and implementation of the project.
d) All information related to resettlement plan and implementation will be disclosed to PAPs.
Resettlement action plan (RP) is based on socio-economic assessments of the potentially affected
households, agricultural land and commercial structures due to widening & strengthening of
Meerut Bulandshahar Section of NH-235. In view of the human dimension involved the
possible social impacts have been integrated into the improved alternative engineering designs to
minimize resettlement and displacement. These benefits have been achieved by adopting
engineering solutions, like bypasses, raised pavement, and reduced median and road width at
congested segments. A key prerequisite of the RAP is a policy framework for resettlement
containing categories of impacts and their corresponding entitlements. The RAP provides detailed
guidance on how to implement provisions in the policy framework, including institutional
arrangements and budgets based on enumeration of project-affected people with entitlements
under the framework.
10.3
Land Acquisition And Project Impact
10.3.1 Location and Area

The project road starts from Meerut Town (Km. 0+000) and ends at Bulandshahar town (Km.
66+482) at NH 235 crossing traversing a distance of about 66 km. From km 0+000 to km 7+469
the existing project road has four-lane with divided carriageway configuration. Hence, Meerut Bulandshahar section of NH-235 is framed with the concept of 4-lane configuration highway
from km 7+469 onwards to km 66+482. The project road passes mainly through three districts
namely Meerut, Ghaziabad and Bulandshahar.
Scott Wilson
10 - 1
October 2010


The total alignment is sprayed with habitation all along. There are mainly agricultural fields exist
both sides along the project road. Phaphunda, Kharkhauda, Hapur and Gulaothi reroute make the
row congested and need to be bypassed.
10.3.2 Right of Way/Land Requirement
The existing ROW of the project road varies 30 m to 37 m. as per widening plan ROW is
proposed 60 m all along the project road. Due to improvement of curves, widening, realignment
and bypasses, extra land acquisitions shall be necessary. Though the settlements along the
corridor are sparse, certain ribbon development is there within the settlement reaches. In the
absence of any other option, structures shall be affected. Adequate resettlement options shall be
worked out for the affected persons.
10.3.3 Measures to Minimize Impacts
Efforts have been undertaken by adopting appropriate engineering design while finalizing the
road alignment to minimize the resettlement impact on the existing structures and additional land
acquisition. Public consultations and field visits helped in getting better planning and designing
inputs towards minimizing negative social impacts.
10.3.4 Acquisition of Land and Structures
10.3.4.1Acquisition of Structures
The acquisition of structures will be done as per the provisions of National Highways Act
(Amendment) 1997. The land acquisition plan is being prepared for the entire project stretch.
During the survey, houses and shops located within the ROW have been counted and listed
below.
Affected Private Houses and Shops within the Proposed ROW
S. No.
1.
2.
Type of Structures
Houses
Pacca Houses
Temporary Houses
3.
4.
Shops
Pacca shops
Wooden shops
Partly Affected
Fully Affected
Total
32
15
47
13
19
32
45
34
79
34
0
34
81
42
36
78
110
76
36
112
191
Total
As mentioned above about 79 houses and 112 shops will be acquired for 4 laning of the project
road. Total structures to be acquired are estimated as 191
10.3.4.2 Acquisition of Land
The land acquisition plan for the project road is under progress and being prepared for entire
project stretch. The project would require the acquisition of 260 ha of land. Since the existing
ROW is about 30 m - 37 m along most of the stretch of the project road, average 25 m width of
land will be acquired along the existing alignment while for bypasses 60 m wide strip will be
acquired. Land will be acquired for bypasses to reduce accidents and impact on settlements and
properties. Also, land will be acquired for the provision of facilities such as toll plaza, way side
amenities along the highway.
Scott Wilson
10 - 2
October 2010


10.3.5 Project Affected Persons (PAPs)

National Highway would incur in view of the loss of land (agricultural, commercial and
residential), loss of structures (commercial and residential), loss of assets (commercial and
residential). Details of tentative affected person in the project area are given in Table below.
A total of 1316 Project Affected families are estimated and the total affected population based on
the average family size of 5 is 6558. The project affected families (PAF), who will lost land are
found to be 1125 while the PAF loosing structural property are 191.
Type of Loss
Land
Houses
Shops
Total Affected
Project affected Families

1125
79
112
1316
Types of family i.e. nuclear, joint or extended have an impact on the resettlement of the PAFs.
The average size of each family in the project area is 5 members. The total affected family in the
project area is 1316. For social impact assessment, entitlement and other analysis family is taken
as a unit.
10.4
Resettlement Principles
Land acquisition for the project road will be done as per the National Highways Act
(Amendment) 1997. The Resettlement Action Plan has been developed based on the National
Highways Act (Amendment) 1997.
Government of India has brought forward a National Policy of Resettlement and Rehabilitation
for Project Affected Families through the Ministry of Rural Development (Department of Land
Resources). The policy document outlines broad guidelines with respect to the rehabilitation and
resettlement for various projects, and para 6.17 of the policy mentions Acquisition of Long
Stretches of Land: In case of projects relating Highways wherein only a narrow stretch of land
extending over several kilometers is being acquired, the Project Affected Families will be offered
an ex-gratia amount of Rs. 20,000/- per family.
10.5
Consultation and Disclosures

A number of public consultations were held with various sections of the project affected
population. People in general agreed on the need for widening the highway and strengthening the
same. The process of information was highly appreciated by the local inhabitants. During public
consultation issues related to safely, compensation, employment generation, information flow,
grievance redressal, role of administration etc. were discussed. Issues were also raised about the
transparency in the project implementation process.
Aiming at building confidence and good rapport among the potential affected people and to
incorporate their feasible needs and suggestions in the design, drainage system and signage at the
intersections, etc. the focused group discussions technique was used to elicit their absorbing
capacity and the opinions about the project road. The detailed facts and perception of both the
likely affected persons (APs) and other stakeholders are given below:
1. Local people are in favour of the project and requested for early completion of the project.
Scott Wilson
10 - 3
October 2010


2. Shopkeepers and residents of Hapur town revealed that frequent traffic jam is observed in the
town as project road is passing through market and residential areas. Further, population is
affected by air pollution and noise pollution problems. Therefore, local people emphasize to
provide bypass at Hapur to ease these problems.
3. The project road is passing through Gulaothi where frequent traffic jam is observed as the
project road is passing through market and residential areas. Road is congested in the town.
Local people of Gulaothi requested to provide bypass in right hand side of town.
4. At Sekda village, one Mazar is located close to shoulder of the project road. Local people
suggested that Mazar can not be shifted, hence, opposite side widening should be carried out.
5. At Chainage km 44.400, on left hand side Mazar is located, local people suggested that
Mazar can not be shifted due to religious faith, hence, opposite side widening should be
carried out.
6. Many local people at different places were consulted about the shifting of religious structure
located close to the project road. They reveal that shifting of Mazars, Mosques and Temples
is a sensitive issue among the local communities. Therefore, shifting of any religious
structure should be initiated only after consulting local people and taking them in confidence.
7. Local people wanted to know about the processes and procedures on land acquisition,
resettlement, compensation and assistance which will be provided to affected families for
land acquisition.
8. People requested to pay compensation for acquired land as per market rate.
9. Local people insisted that construction should be started only after paying compensation and
resettlement benefits.
10. Local people were concerned about compensation to be paid to those who are encroachers
and squatters living and doing business on the government land along the project road,
11. Local people requested to provide underpass in the villages located close to project road.
12. Villagers requested for services road in the villages.
13. Most the villagers requested for giving priority in employment for local people.
14. Most of the villagers demanded for bus stands in the villages along the project road.
15. Some people were interested in petty contracts during construction phase.
16. Many local people requested to provide longitudinal drains along the project road, at least in
settlement area for proper drainage so that flooding can be avoided during rains.
17. At the time of consultation local people have laid emphasis over safety measures especially
for school going children, women and cattle and appropriate measures to control noise at
schools and populated areas.
10.6
Institutional Mechanism & Grievance Redressal

NHAI has an Environmental and Social Development Unit (ESDU) at the corporate level. The
ESDU at apex level has overall responsibility for policy guidance, coordination and planning,
internal monitoring and overall reporting. The ESDU headed by General Manager (GM)
(Environment), has one Deputy General Manager (DGM) (Environment) and one R&R Manager.
An Independent Monitoring and Evaluation Agency would be appointed which will work in
close association with ESDU/Project Implementation Unit (PIU). One Project Implementation
Unit (PIU), headed by one Project Director (GM/DGM Level officer) would be set up.
Resettlement and Rehabilitation officers (Technical Manager), responsible for project road will
support the Project Director. Independent Monitoring and Evaluation Consultants will also be
hired and engaged to monitor and evaluate the implementation of RAP independently.
Scott Wilson
10 - 4
October 2010


The RAP for project recommends all efforts shall be made to settle grievances of the PAPs as
amicably as possible. Out of court settlement shall be preferred since that expedites dispute
settlement on one hand & help timely project implementation on the other. Grievance Redressal
Committees will be set up at district level to resolve the concerns of the PAPs. Thorough
investigations shall be done so that PAPs are satisfied.
The NHAI will establish an R&R Cell under the Project Implementation Unit (PIU). The Project
Director will head the R&R Cell (PIU), who will be supported by Resettlement and
Rehabilitation officer. The PIU-R&R Cell will be assisted by committees at district level in
resolving issues of disputes & in implementing the Resettlement Plan.
10.7
RAP Implementation Budget

The cost estimates for land and structures are based on data collected during the survey. The
compensation amount for the acquisition of land and structures will be determined by the
Competent Authority appointed under the National Highways Act (Amendment) 1997 and
national policy of Resettlement and Rehabilitation for Project Affected Families through the
Ministry of Rural Development (Department of Land Resources). Over and above, the PAF will
be entitled for R&R assistance as per the entitlement framework given in para 6.17 (for
Acquisition of Long Stretches of Land) of the National Policy on Resettlement & Rehabilitation
for Project Affected Families.
The budget is indicative of outlays for the different expenditure categories and is calculated at the
2010 price index. These costs will be updated and adjusted to the inflation rate as the project
continues and in respect of more specific information such as extra number of PAFs during the
implementation, unit cost will be updated if the findings of the district level committee on market
value assessment justify it.
The total budget of resettlement plan for 4 laning of Meerut - Bulandshahar Section of NH-235 as
per The National Highways Act (Amendment) 1997 and National Resettlement & Rehabilitation
Policy for Project Affected Families is calculated based on the above heads. The total cost of
resettlement of project affected person for project road is presented below.
Type of Compensation
Land Acquisition Cost
Cost for Structures (Residential, Commercial & Religious)
Ex-gratia
Total
10.8
Total Value (in Rs.)

650,000,000
28,700,000
28,320,000
707,020,000
Say Rs. 70.70 Crores
Monitoring & Evaluation

Monitoring will be continuous through out the implementation of the RAP. The PIU will submit
periodic monthly progress reports to the NHAI HQ. The monitoring will be carried on for a
period of three years from the date of the implementation of the RAP. The project will be
evaluated from time to time from both internal and external mechanism.
Scott Wilson
10 - 5
October 2010
Chapter 11
Cost Estimate

in the state of U.P.: Meerut to Bulandshahr Section (NH-235)
11.0
COST ESTIMATE
11.1
General

Cost Estimate
Site The project highway aims at developing the existing two lanes to four lanes from Meerut
to Bulandshahr in Km 7.469 (Design km 7.469) to Km 66.482 (Design Km 73.512) of NH-235
including maintenance of existing 2-lane of NH-91 (from end of the project road junction at km
66.482 to proposed junction of new Bulandshahr Bypass, approximate length is 2.0 km includes
140m long existing twin bridge on Upper Ganga Canal) in the State of Uttar Pradesh.
The cost estimate of the project have been prepared based on various items of works required for
the rehabilitation and upgrading of the existing 2-lane Meerut (at Km 7.469) to Bulandshahr (at
km 66.482) Section of NH-235 in the state of Uttar Pradesh to 4-lane configuration (Project
length = 66.043 km with 1.228 km of existing slip road and including 3.522 km existing
Hapur Bypass of NH-24) and priced at Schedule of Rates (SOR), Lok Nirman Vibhag,
Bulandshahr & Ghaziabad, Govt. of Uttar Pradesh, effect from 25th June 2009. However,
escalation has been considered for updating the cost at level of year 2010-11. The items not
included in the SOR have been taken from prevailing market rates.
The cost estimate has been done with the consideration that the full proposed length of the road
will be constructed under one package.
11.2
Rate Analysis
The rate analysis has been prepared based on the Standard Data Book for Analysis of Rates 1st
Revision published by IRC. Analysis of rates for items not given in the Standard Data Book has
been carried out based on Consultants experience of similar nature of projects. The following
considerations have been made with regard to the basic inputs of rate analysis:
Materials
Labour
Machineries
11.2.1 Material
The sources of material are as follows:
Bitumen
Emulsion
Steel
Cement
Borrow Soil
Aggregates
GSB (RBM)
Course Sand
Fine Sand
Fly ash
: Mathura, Uttar Pradesh

: Panipat, Haryana
: Ghazibad, Local Market
: Ghazibad, Local Market
: Borrow areas along the project road
: Raipur, Saharanpur, UP
: Maidhuwla, Bijnor, Uttar Pradesh
: Raipur, Saharanpur, Uttar Pradesh
: from Ganga River
: Dadri, Uttar Pradesh
One Hot Mix Plant has been proposed to be erected at mid of the project road during
construction. An Avg. lead of 14.5 km has been assumed form the HMP. The lead considerations
for the different materials are as follows:
Bitumen
Scott Wilson
: 177 km to the Hot Mix Plant
11 - 1
January 2011

Emulsion
Steel
Cement
Borrow Soil
Aggregates
GSB (RBM)
Coarse Sand
Fine Sand
Fly ash

Cost Estimate
: 175 km to the Hot Mix Plant

: 40 km from market to site
: 40 km from market to site
: 5 km from the site
: 196 km to the HMP
: 137 km to the HMP
: 196 km to the HMP
: 40 km to HMP
: 55 km from HMP
11.2.2 Labour
Labour rates for rate analysis have been based on Schedule of Rates (SOR), Lok Nirman
Vibhag, Bulandshahr & Ghaziabad, Govt. of Uttar Pradesh.
11.2.3 Machineries
The rates of machineries have been taken from Standard Data Book for Analysis of Rates 1st
Revision published by IRC in year 2001-02 with 39% Escalation.
11.3
Estimation of Quantities and Cost

The quantities of major items of works have been worked based on inventory, condition surveys,
and other pavement investigations data. The pavement quantities have been worked based on the
geometrics and cross sections, pavement design done based on traffic and laboratory
investigations.
Site Clearance: The area considered for Site Clearance is the area within the proposed Right of
Way minus the existing carriageway area and dismantling of crust of existing carriageway.
Earth Works: This item provides for roadway excavation, earthwork in embankment, subgrade
and shoulders, medians, islands including disposal of surplus earth and unsuitable material. The
earthwork quantities are based on our site surveys. The new construction will be having an
embankment height of approximate average 1.1 m throughout the project road except at ROB &
VUP location. Sub-grade having a CBR > 7 % will be taken from borrows area.
Sub-base, Base, Surface Courses: This item provides for the items of GSB and WMM for the
main road.
Bituminous Works: For flexible pavement, the subhead for bituminous works provides for all
items of bituminous courses and surfacing.
Rigid Pavement Works: For Rigid pavement, the subhead for Rigid Pavement works provides for
all items of PQC, DLC including Dowel bars etc. in Toll Plaza Location.
Culverts: The estimation of quantities for culverts was based on site inventory and condition
survey.
Bridges and structures: The cost for all the structures has been worked out based on Rate per
square meter basis.
Junctions Improvement: This item includes quantities of kerbs, railings, median etc. at the
location of junctions. Other items of road works have been included under the respective items of
works. The cost for junctions includes the cost for at grade junctions, which need improvement
Scott Wilson
11 - 2
January 2011


Cost Estimate
along the highway.

Traffic Signs and Markings: Proper traffic signs were selected at required locations along the
project corridor and special signs at tollgates were designed. It is reviewed considering the traffic
and pedestrian safety and the number of traffic signs shall be minimum and modified if required.
Centre line and edge markings required from safety point of view were considered in the quantity
estimate.
Drainage and Protection works: Provision under this sub-head has been made for surface,
subsurface roadside drains and open Transverse drains on the median. This item covers for
unlined, open lined and covered drains.
Project Facilities: provision under this sub head has been made for Truck lay-bye & Bus bays
with Bus Shelters based on Manual of Standards & Specifications of two laning, IRC:SP:842009.
Repair & Maintenance work: The provision under this sub-head has been made Traffic
management and safety during construction operations period and Carrying out routine
maintenance along the right of way based on present condition surveys and other pavement
investigations data.
Miscellaneous Items: Lump sum amounts for cross utility ducts and Planting of trees by the road
side (Avenue trees) has been provided and drainage chutes in cement concrete & stone pitching
at outfalls/escapes for drainage in high embankment location.
Other Charges: Other charges include Centages for the civil works are taken as follow:
11.4
Contingency
Independent Engineer Charges
=
=
3%
1%
Preliminary Project Cost

The project cost has been worked out for option of flexible pavement and presented in
Table 11.1(Abstract Project Cost).
Scott Wilson
11 - 3
January 2011


Cost Estimate
Table 11.1: Abstract Project Cost

Sl. No.
Description
Civil Works
Amount in Rs.
Amount in
Crores
62.521
62.521
11,642,094
1.16
Site Clearance & Dismantling
Earth work
574,000,636
57.40
Base & Sub-base courses
920,928,178
92.09
Bituminous works
1,275,628,236
127.56
Culverts
74,590,384
7.46
Structures i.e. Bridges, ROB, VUPs and PUP
628,312,441
62.83
Drainage & Protection works
72,170,621
7.22
Traffic Signs and Road Appurtenances
113,814,738
11.38
Truck lay-bye & Bus bay with shelters
22,183,406
2.22
10
Toll Plaza & Junctions
165,178,653
16.52
11
Repair & Maintenance work
44,176,442
4.42
12
Miscellaneous items
76,110,480
7.61
Total Civil Works (based on SOR 2009-10)
3,978,736,311
397.87
Updated cost of civil works at level 2010-11 with

5% escalation
4,177,673,126
417.77
66,820,318
6.68
125,330,194
12.53
43,030,033
4.30
4,346,033,353
434.60
Per km Civil works cost

14
Contingencies @ 3% on civil work
15
Charges for Independent Engineer @ 1% of (14+15)

Total Cost
Scott Wilson
11 - 4
January 2011

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Scott Wilson India Pvt Ltd

Consultancy Services for Preparation of Detailed Project

MEERUT TO BULANDSHAHR SECTION (NH-235)

Final Feasibility Report

NATIONAL HIGHWAYS AUTHORITY OF INDIA

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

Project Development Descriptions

PROJECT ROAD DESCRIPTIONS

Study of Project Corridor

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

METHODOLOGY FOR FEASIBILITY STUDY

Engineering Surveys and Investigations

Environmental and Social Screening

Scheme Development and Assessment

Preliminary Cost Estimates

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

Economic Growth Prospects

TRAFFIC SURVEYS, ANALYSIS AND FORECAST

Analysis of O-D Survey Data

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

Analysis of Turning Movement Survey Data

Analysis of Axle Load Survey Data

Analysis of Speed and Delay Survey Data

Total Forecasted Traffic

ENGINEERING SURVEYS AND INVESTIGATIONS

Road Inventory and Road Condition

Pavement Condition Survey

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

Benkelman Beam Deflection Technique

Inventory and Condition Surveys of Culverts

Railway Level Crossing/ROB/RUB/VUP & Other Structures

Cross Sectional Elements

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

Roadway Width at Cross-Drainage Structures

Design Standards for Structures

Standards for Interchanges

Cross Sectional Details

Proposals for Bypasses

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

Road Furnitures and Other features

Design of Toll Plaza

Road Safety Audit

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

Environmental Management Plan

INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND

Description of the Project Road

Land Acquisition and Project Impact

Estimation of Quantities and Cost

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report

Summarised Details of Cross Drainage Structures

Population growth of PIA and India

Homogeneous Traffic Sections

DPR for rehabilitation and upgradation of NH stretches under

Final Feasibility Report