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Consultancy Services for Preparation of Detailed Project

Report for rehabilitation and upgradation of NH stretches


under NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)]

January 2011
Final Feasibility Report
Volume I (Main Report)
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NATIONAL HIGHWAYS AUTHORITY OF INDIA
Prepared For:
MEERUT TO BULANDSHAHR SECTION (NH-235)









Table of Contents









DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson i January 2011
TABLE OF CONTENTS

CHAPTER
NO.
TITLE PAGE NO.

0.0 EXECUTIVE SUMMARY 0-1

0.1 Background 0-1
0.2 Investigations & Evaluations 0-1

0.3 Project Development Descriptions 0-1
0.3.1 General 0-1
0.3.2 District and Nodal Towns on the Project Road 0-2
0.3.3 Carriageway and Roadway Width 0-2
0.3.4 Right of Way 0-2
0.3.5 Traffic Volume 0-3
0.3.6 Proposed Developmental Plan/ Construction Features 0-4
0.3.7 Proposed Bypass Section 0-5
0.3.8 Pavement Composition 0-6
0.3.9 Junction Improvement 0-7
0.3.10 Proposal of Bridges, Culverts and other Structures 0-10
0.3.11 Toll Plaza 0-14
0.3.12 Total Cost of the Project 0-14

1.0 OVERVIEW OF NHAI 1-1

1.1 NHAI Establishment 1-1

1.2 NHAI Mandate 1-1
1.2.1 NHAI Organization 1-1
1.2.2 National Highway Development Program (NHDP) 1-1
1.2.3 Government Policy Initiatives 1-3

2.0
PROJECT ROAD DESCRIPTIONS
2-1

2.1 General 2-1

2.2 Project Background 2-1

2.3 Study of Project Corridor 2-1
2.3.1 Terrain and Land use 2-3
2.3.2 Climatic Conditions 2-3
2.3.3 Existing Carriageway Width 2-6
2.3.4 Existing Right of Way 2-6
2.3.5 Cross Drainage Structures 2-6
2.3.6 Highway Geometrics 2-7
2.3.7 Pavement Condition 2-7
2.3.8 Major Developments along project road 2-7
2.3.9 Cross Roads and Junctions 2-7
2.3.10 Drainage Condition 2-7
2.3.11 Railway Crossings 2-8
2.3.12 Flyover 2-8
2.3.12 Utility Lines 2-8

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson ii January 2011
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NO.
TITLE PAGE NO.

3.0 METHODOLOGY FOR FEASIBILITY STUDY 3-1

3.1 General 3-1

3.2 Traffic Surveys 3-1
3.2.1 Classified Traffic Volume Count 3-1
3.2.2 Origin- Destination and Commodity Movements Survey 3-1
3.2.3 Turning Movements Survey 3-2
3.2.4 Axle Load Surveys 3-2
3.2.5 Speed Delay Surveys 3-2
3.2.6 Pedestrian/Animal Cross traffic /Truck terminal Surveys 3-2
3.2.7 Survey Programme 3-2

3.3 Traffic Forecast 3-3

3.4 Engineering Surveys and Investigations 3-3
3.4.1 Reconnaissance and Alignment 3-3
3.4.2 Topographic Surveys 3-3
3.4.3 Road and Pavement Investigations 3-4
3.4.4 Subgrade Characteristics and Strength 3-5

3.5 Environmental and Social Screening 3-5
3.5.1 Environmental screening 3-5
3.5.2 Social Screening 3-6

3.6 Scheme Development and Assessment 3-7
3.6.1 Widening and Strengthening scheme 3-7
3.6.2 Bypasses 3-7
3.6.3 Homogeneous Section 3-7
3.6.4 Pavement Design 3-7
3.6.5 Bridges and Culverts 3-8

3.7 Preliminary Cost Estimates 3-8
3.8 Economic Viability 3-8
3.9 Financial Study 3-8
3.10 Feasibility Report 3-9

4.0 SOCIO-ECONOMIC PROFILE 4-1

4.1 Introduction 4-1
4.1.1 Background 4-1
4.1.2 Project Influence Area 4-1
4.1.3 Methodology 4-1
4.1.4 Data sources 4-1
4.1.5 Project Corridor 4-2

4.2 Demographic Profile 4-2
4.2.1 Population Growth 4-2
4.2.2 Density and Urbanization 4-2
4.2.3 Likely Population Growth Rate 4-3

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson iii January 2011
CHAPTER
NO.
TITLE PAGE NO.

4.3 Economic Profile 4-4
4.3.1 State Income and its dynamics 4-4
4.3.2 Growth Trend 4-4
4.3.3 Per capita Income growth 4-5
4.3.4 Industrial growth 4-6
4.3.5 Agricultural Sector Performance 4-9
4.3.6 Mineral Exploration 4-11
4.3.7 Energy 4-12
4.3.8 Tourism Potential 4-12

4.4 Transport Network 4-13
4.4.1 Background 4-13
4.4.2 Road Network Development 4-14
4.4.3 Road Transport 4-14
4.4.4 Non Road Transport 4-15

4.5 Economic Growth Prospects 4-16
4.5.1 State income growth perspective 4-16
4.5.2 Population Growth Scenario 4-18

5.0 TRAFFIC SURVEYS, ANALYSIS AND FORECAST 5-1

5.1 Introduction 5-1
5.2 Identification of Homogeneous Road Sections 5-1
5.3 Primary Surveys Schedule 5-1

5.4 Survey Methodology 5-4
5.4.1 Classified Traffic Volume Counts 5-4
5.4.2 Origin-Destination Survey 5-4
5.4.3 Turning Movement Survey 5-5
5.4.4 Axle Load Survey 5-5
5.4.5 Speed and Delay Survey 5-5

5.5 Data Analysis 5-5
5.5.1 Analysis of Traffic Volume Count 5-5
5.5.2 Average Daily Traffic (ADT) 5-6
5.5.3 Annual Average Daily Traffic (AADT) 5-7
5.5.4 Daily Traffic Variation 5-11
5.5.5 Hourly Variation and Peak Hour Share of Traffic 5-11
5.5.6 Directional Distribution 5-13
5.5.7 Traffic Composition 5-13

5.6 Analysis of O-D Survey Data 5-14
5.6.1 Data Checking 5-14
5.6.2 Zoning System 5-15
5.6.3 Commodity Groups 5-16
5.6.4 Expansion Factors and Development of Origin-Destination Matrices 5-17
5.6.5 Commodity Analysis 5-17
5.6.6 Travel Pattern 5-18
5.6.7 Lead Load Analysis 5-26
5.6.8 Trip Frequency Distribution 5-28
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson iv January 2011
CHAPTER
NO.
TITLE PAGE NO.


5.7 Analysis of Turning Movement Survey Data 5-28
5.7.1 Peak Hour Traffic 5-28
5.7.2 Analysis and Improvement Proposal 5-29

5.8 Analysis of Axle Load Survey Data 5-30
5.8.1 General 5-30
5.8.2 Location 5-30
5.8.3 Vehicle Damaging Factor 5-30
5.8.4 Load Equivalence Factors 5-31
5.8.5 Axle Load Spectrum Analysis 5-32

5.9 Analysis of Speed and Delay Survey Data 5-36

5.10 Traffic Forecast 5-36
5.10.1 Transport Demand Elasticity 5-36
5.10.2 Economic Perspective 5-39
5.10.3 Projected Traffic Growth Rates 5-41

5.11 Total Forecasted Traffic 5-41

5.12 Capacity Analysis 5-42
5.12.1 Capacity and Design Service Volume Guidelines 5-42
5.12.2 Capacity Analysis 5-42

5.13 Toll Plaza 5-45
5.13.1 Existing Toll locations 5-45
5.13.2 Proposed Toll Plaza Locations 5-45
5.13.3 Number of Lanes at Toll Plaza 5-45

6.0 ENGINEERING SURVEYS AND INVESTIGATIONS 6-1

6.1 Road Inventory and Road Condition 6-1
6.1.1 Terrain 6-1
6.1.2 Land use 6-1
6.1.3 Carriageway and Roadway width 6-1
6.1.4 Surfacing Type 6-2
6.1.5 Shoulder 6-2
6.1.6 Embankment Height 6-2
6.1.7 Right of Way 6-2
6.1.8 Villages and Towns 6-3
6.1.9 Side Drain 6-3
6.1.10 Horizontal Curves 6-3
6.1.11 Road Junctions 6-3
6.1.12 Road Signs 6-4

6.2 Pavement Condition Survey 6-4
6.2.1 Pavement Condition 6-4
6.2.2 Shoulder Condition 6-5
6.2.3 Drainage Condition 6-5

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson v January 2011
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NO.
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6.3 Benkelman Beam Deflection Technique 6-5

6.4 Trial Pits 6-8
6.4.1 Pavement Composition 6-8
6.4.2 Insitu-density and moisture content 6-9
6.4.3 Field CBR using DCP 6-10
6.4.4 Characterisation of Subgrade 6-11

6.5 Material Investigations 6-13
6.5.1 Borrow Area Soil 6-13
6.5.2 Sand Quarry 6-13

6.6 Inventory and Condition Surveys of Culverts 6-13

6.7 Bridges Investigations 6-13
6.7.1 Bridge Inventory 6-14
6.7.2 Condition Survey of Bridges 6-14

6.8 Railway Level Crossing/ROB/RUB/VUP & Other Structures 6-14

7.0 DESIGN STANDARDS 7-1

7.1 Introduction 7-1
7.2 Guiding Principles 7-1
7.3 Terrain Classification 7-1
7.4 Design Speed 7-2

7.5 Cross Sectional Elements 7-2
7.5.1 Road Land Width/ Right-of-Way (ROW) 7-2
7.5.2 Cross-Sectional Requirement in Rural Sections 7-2
7.5.3 Cross-Sectional Requirement in Urban/Built up Sections 7-3

7.6 Camber or Crossfall 7-3

7.7 Horizontal Alignment 7-4
7.7.1 Radii of Horizontal Curves 7-4
7.7.2 Super elevation 7-4
7.7.3 Transition Curves 7-5

7.8 Site Distance 7-5

7.9 Vertical Alignment 7-5
7.9.1 Vertical Curves 7-6

7.10 Embankment 7-6

7.11 Pavement Design 7-6
7.11.1 Subgrade 7-6
7.11.2 Type of Pavement 7-7
7.11.3 Design Traffic 7-7
7.11.4 Design Procedures 7-7
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson vi January 2011
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NO.
TITLE PAGE NO.


7.12 Service Roads 7-7
7.13 Geometric Design Requirements of additional features 7-7
7.14 Geometric Design Control 7-8

7.15 Roadway Width at Cross-Drainage Structures 7-8
7.15.1 Culverts 7-8

7.16 Design Standards for Structures 7-8
7.16.1 General 7-8
7.16.2 Hydraulic and Hydrological Investigations 7-9
7.16.3 Cross-sectional Elements 7-9
7.16.4 Type of Super Structure 7-10
7.16.5 Specification for Material 7-10
7.16.6 Loads and Forces to be considered in Design 7-11
7.16.7 Design Methodology 7-14
7.16.8 Quality Assurance 7-17

7.17 Standards for Interchanges 7-17
7.18 Standards for At-Grade Intersections 7-18
7.19 Traffic signs and Road Markings 7-19

8.0 DEVELOPMENT PROPOSALS 8-1

8.1 General 8-1
8.2 Alignment and Geometry 8-1

8.3 Cross Sectional Details 8-1
8.3.1 Lane Width 8-1
8.3.2 Paved Shoulders 8-1
8.3.3 Earthen Shoulders 8-1
8.3.4 Median 8-2
8.3.5 Service Road 8-2
8.3.6 Footpath 8-2
8.3.7 Utility Corridor 8-2
8.3.8 Side Slopes 8-2
8.3.9 Crossfall 8-2
8.3.10 Proposed ROW 8-2
8.3.11 Cross Section 8-2

8.4 Widening Scheme 8-14

8.5 Proposals for Bypasses 8-20
8.5.1 Phaphunda Bypass 8-20
8.5.2 Kharkhauda Bypass 8-21
8.5.3 Hapur Bypass 8-21
8.5.4 Gulaothi Bypass 8-22

8.6 Homogeneous Sections 8-27
8.6.1 Analysis of Unit Delineation by Cumulative Differences 8-27
8.6.2 Homogeneous section for pavement design of widening of existing 8-27
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson vii January 2011
CHAPTER
NO.
TITLE PAGE NO.

lane
8.6.3 Homogeneous section for overlay and reconstruction of existing lane 8-29
8.6.4 Homogeneous section for pavement design of new construction 8-31

8.7 Pavement Options 8-33
8.7.1 IRC: 37-2001 Method of Flexible Pavement Design Widening and
for New Construction
8-33
8.7.2 IRC: 81-1997 Method of Flexible Overlay For Strengthening of
Existing Pavement
8-37
8.7.3 IRC: 58-2002 Method of Rigid Pavement Design For Toll Plaza
locations
8-37

8.8 Junctions Design 8-40
8.8.1 General Criterion for improvement proposal at junctions 8-40
8.8.2 Details of Junctions improvement proposal 8-41

8.9 Design of Bridges 8-44
8.9.1 Existing Bridges 8-44
8.9.2 Proposal of New Bridges 8-44
8.9.3 Improvement Proposal of Railway Level crossings 8-48
8.9.4 Proposal for VUP and PUP 8-50

8.10 Design of Culverts 8-51

8.11 Road Furnitures and Other features 8-58
8.11.1 Introduction 8-58
8.11.2 Bus Bays and Bus Shelters 8-58
8.11.3 Truck Lay byes 8-59
8.11.4 Road Markings 8-59
8.11.5 Cautionary, Mandatory and Informatory Signs 8-59
8.11.6 Kilometre Stone Details 8-59
8.11.7 200m Stones and Boundary Stones 8-59
8.11.8 Delineators and Object Markers 8-60
8.11.9 Guard Post 8-60
8.11.10 Crash Barrier 8-60
8.11.11 Road Humps and Rumble Strips 8-60

8.12 Design of Toll Plaza 8-61
8.12.1 Number of Lanes at Toll Plaza 8-61
8.12.2 Toll Plaza Design 8-61

8.13 Road Safety Audit 8-62

9.0 ENVIRONMENTAL SCREENING AND INITIAL
ENVIRONMENTAL EVALUATION
9-1

9.1 Background 9-1
9.2 Project Description 9-1
9.3 Description of the Environment 9-1
9.4 Potential Environmental Impacts and Mitigation Measures 9-5
9.5 Environmental Monitoring Plan 9-10
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson viii January 2011
CHAPTER
NO.
TITLE PAGE NO.

9.6 Environmental Management Plan 9-10
9.7 Environmental Budget for Mitigation Measures & Environmental
Management Plan
9-10

10.0 INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND
ACQUISITION/ RESETTLEMENT PLAN
10-1

10.1 Description of the Project Road 10-1
10.2 Objectives of the Resettlement Action Plan 10-1

10.3 Land Acquisition and Project Impact 10-1
10.3.1 Location and Area 10-1
10.3.2 Right of Way/Land Requirement 10-2
10.3.3 Measures to Minimize Impacts 10-2
10.3.4 Acquisition of Land and Structures 10-2
10.3.5 Project Affected Persons (PAPs) 10-3

10.4 Resettlement Principles 10-3
10.5 Consultation and Disclosures 10-3
10.6 Institutional Mechanism & Grievance Redressal 10-4
10.7 RAP Implementation Budget 10-5
10.8 Monitoring & Evaluation 10-5

11.0 COST ESTIMATE 11-1

11.1 General 11-1

11.2 Rate Analysis 11-1
11.2.1 Material 11-1
11.2.2 Labour 11-2
11.2.3 Machineries 11-2

11.3 Estimation of Quantities and Cost 11-2
11.4 Preliminary Project Cost 11-3

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson ix January 2011
LIST OF TABLES

TABLE NO. TITLE
PAGE
NO.

0.1 Project Length 0-2
0.2 Lane Configuration along the Project Stretch 0-2
0.3 Proposed Right of Way along the project stretch 0-3
0.4 Annual Average Daily Traffic (AADT) 0-4
0.5 Widening Scheme Length 0-4
0.6 Proposed Bypass Locations 0-5
0.7 Flexible Pavement Thickness for Pavement widening portion 0-6
0.8 Flexible Pavement Thickness for New Pavement and Reconstruction
stretch
0-6
0.9 Proposed Overlay Thicknesses for existing lane 0-7
0.10 Rigid Pavement Composition at Toll Plaza 0-7
0.11 Junction Improvement proposal 0-7
0.12 Summary of Development of Bridges 0-11
0.13 Summary of Development of Culverts 0-12
0.14 List of Railway Crossing on the Project Road Section 0-12
0.15 Existing and Proposed VUP 0-13
0.16 Existing and Proposed PUP /CUP 0-13
0.17 Details Toll Plaza 0-14
0.18 Abstract Project Cost (Design length = 62.521 km) 0-14

2.1 Summarised Details of Cross Drainage Structures 2-6

4.1 Population growth of PIA and India 4-2
4.2 Demographic profiles of study district and state, 2001 Census 4-2
4.3 Population projection by RGI (1996-2016) 4-3
4.4 Adopted population growth rate of the study region (Average Annual
Compound Growth Rate)
4-4
4.5 Periodical growth rate of State Income, in real terms at current price
(Average Annual Compound Growth Rate in %)
4-5
4.6 Summary growth rates of Per Capita Income of U.P.
(2000-2001 to 2006-07 at 1999-00 constant prices)
4-5
4.7 Summary of Growth Rates of Manufacturing Sector of UP Economy 4-6
4.8 Major exports from UP in 1997-98 4-8
4.9 Details of land use in UP 4-10
4.10 Productivity of major crops in UP in 2004-2005 4-11
4.11 Major mineral production by U.P 4-11
4.12 Number of Tourist coming to Uttar Pradesh 4-13
4.13 PWD Road Length in Uttar Pradesh (Km) 4-14
4.14 Vehicles Plying on road in U P 4-15
4.15 Vehicles Registered in a year in U.P. 4-15
4.16 Economic growth scenarios in Uttar Pradesh in 2001-2010 4-17
4.17 Annual NSDP economic growth estimated by major sector 2001-2010 4-17
4.18 Annual growth estimated by economic sector and Region 2001-2010
(Medium Growth Scenario)
4-17
4.19 Future population growth of UP (AACGR in %) 4-18

5.1 Homogeneous Traffic Sections 5-1
5.2 Schedule of Traffic Surveys on the Project road (Meerut - Bulandshahr) 5-2
5.3 Vehicle Classification System 5-4
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson x January 2011
TABLE NO. TITLE
PAGE
NO.

5.4 PCU Factors Adopted for the study 5-5
5.5 Average Daily Traffic 5-6
5.6 Adopted Seasonal Correction Factor 5-7
5.7 Annual Average Daily Traffic 5-7
5.8 Summary of Classified Traffic Volume Count at Km 18+000 5-9
5.9 Summary of Classified Traffic Volume Count at Km 39+000 5-10
5.10 Peak Hour Traffic 5-13
5.11 Directional Distribution Share 5-13
5.12 Sample Size of O-D Survey 5-15
5.13 Adopted Zoning System for the Study 5-15
5.14 Classification of Commodities 5-16
5.15 Commodity Wise Goods Movement Pattern (%) 5-17
5.16 Share of Travel Pattern (%) 5-19
5.17 Lead Distribution of Passengers Vehicles (%) 5-26
5.18 Lead Distribution of Freight Vehicles (%) 5-26
5.19 Average Trip Length 5-27
5.20 Load Distribution of Freight Vehicles (%) 5-27
5.21 Average Load 5-28
5.22 Average Trip Frequency Distribution (%) 5-28
5.23 Peak Hour Traffic at Intersections 5-28
5.24 Projected Average Daily Traffic of Cross Roads at Junctions 5-29
5.25 Projected Peak Hour Traffic at Junctions 5-29
5.26 Junction wise Improvement 5-30
5.27 Load Equivalency Factors 5-31
5.28 Vehicle Damage Factors Meerut-Bulandshahr Section on NH-235 5-32
5.29 Sample Size of Axle Load Survey at location Km 18+000 (Kharkhauda) 5-33
5.30 Sample size of axle load survey at location Km 39+000 (Padau) 5-33
5.31 Meerut to Bulandshahr Km 18+000 (Kharkhauda) 5-34
5.32 Bulandshahr to Meerut Km 18+000 (Kharkhauda) 5-34
5.33 Meerut to Bulandshahr Km 39+000 (Padau) 5-35
5.34 Bulandshahr to Meerut Km 39+000 (Padau) 5-35
5.35 Observed Speed along Project Road 5-36
5.36 Mode wise PIA Percentage Share 5-37
5.37 Transport Demand Elasticity using Vehicle Registration Data of PIA 5-38
5.38 Weighted Transport Demand Elasticity 5-38
5.39 Projected Transport Demand Elasticities 5-39
5.40 Average Annual Growth Rates from Time Trend 5-39
5.41 Growth Rate in Economy 5-40
5.42 Projected Traffic Growth Rates using Econometric Model (Figures in
Percentage)
5-41
5.43 Adopted Projected Traffic Growth Rates (Figures in Percentage) 5-41
5.44 Mode-wise Forecasted Traffic 5-42
5.45 Design Service Volume of Four-lane Highway in PCUs per day 5-42
5.46 Design Service Volumes at Different Level of Services 5-42
5.47 Projected Sectional Tollable Traffic in Vehicles 5-43
5.48 Projected Sectional Total Traffic in PCUs with LOS 5-43
5.49 Projected Sectional Tollable Traffic in PCUs with LOS 5-44
5.50 Required Toll Lanes 5-46

6.1 Lane configuration along the project stretch 6-2
6.2 Shoulder details along the project stretch 6-2
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson xi January 2011
TABLE NO. TITLE
PAGE
NO.

6.3 Location of villages and towns 6-3
6.4 Locations for needing geometric improvement 6-3
6.5 Location of major road junctions 6-4
6.6 Criteria for classification of pavement sections 6-4
6.7 Characteristic Deflection along the Project Road 6-6
6.8 Pavement Composition of the Existing Road 6-9
6.9 Field dry density 6-9
6.10 Field CBR value obtained from DCP Test 6-11
6.11 Different Tests carried out on Subgrade Soil 6-11
6.12 Test Results of Existing Subgrade Soil 6-12
6.13 Lists of Source of Materials 6-13
6.14 Details of Culverts and Condition 6-13
6.15 Major and Minor Bridges along the Project Road 6-14
6.16 List of Railway Crossing on the Project Road Section. 6-14
6.17 List of VUP on the Project Road Section 6-14

8.1 Tentative Widening Scheme 8-15
8.2 Summary of Widening Scheme 8-20
8.3 Salient Features of proposed Hapur Bypass 8-21
8.4 Homogeneous Sections for Pavement Design of Widening of Existing
Lane
8-27
8.5 Homogeneous Sections for Overlay & reconstruction of existing lane 8-29
8.6 Homogeneous Sections for New Pavement 8-31
8.7 Pavement Design Methods 8-33
8.8 Annual Average Daily Traffic in Base year (2010) 8-34
8.9 Vehicle Damage Factors adopted for the design 8-34
8.10 Design Traffic in Million Standard Axles 8-35
8.11 Materials Specification and Characterisation 8-35
8.12 Flexible Pavement Thickness for Widening of Existing Lane 8-36
8.13 Flexible Pavement Thickness for New pavement and Reconstruction
Stretches
8-37
8.14 Proposed Overlay Thicknesses on existing lane 8-37
8.15 Recommended Temperature Differentials for Concrete 8-38
8.16 Approximate k-value corresponding to CBR Values for Homogeneous
Soil Subgrade
8-38
8.17 k-Values over Granular and Cement Treated Sub-bases 8-38
8.18 k-Values over Dry Lean Concrete Sub-base 8-39
8.19 Proposed Rigid Pavement thickness at Toll Plaza Location, km 35+215 8-40
8.20 Junction Improvement proposal 8-41
8.21 Development scheme of Existing and New Bridges 8-47
8.22 Development Proposal for Railway Level Crossings 8-49
8.23 Existing and Proposed VUP 8-50
8.24 Summary of development of culverts 8-51
8.25 Development Proposals for Existing Culverts 8-52
8.26 Locations of Bus bays with Bus Shelter 8-58
8.27 Locations of Bus Shelters 8-58
8.28 Locations of truck lay byes 8-59
8.29 Location and Section of Toll Plaza 8-61
8-30 Required Toll Lanes 8-62

11.1 Abstract Project Cost 11-4
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson xii January 2011
LIST OF FIGURES

FIGURE
NO.
TITLE
PAGE
NO.

1.1 Organisation Chart of NHAI 1-4
1.2 National Highways Development Project Phase-I, II & III 1-5

2.1 Project Location Map 2-2
2.2 Mean Temperature of the state of Uttar Pradesh 2-4
2.3 Annual Rainfall of the state of Uttar Pradesh 2-5

4.1 Growth of State Income of UP 4-4
4.2 Sectoral contribution to NSDP, 2004-09 4-6
4.3 Annual growth in industrial performance of UP 4-8
4.4 Average Yield of Major Crops in U.P. 4-11
4.5 Growth in Tourism Sector 4-13

5.1 Traffic Survey Location Map 5-3
5.2 Daily Traffic Variation 5-11
5.3 Hourly Variation of Traffic 5-12
5.4 Composition of Traffic 5-14
5.5 Desire Line Diagram for OD Goods Vehicles for both locations 5-20
5.6 Desire Line Diagram for OD Passenger Vehicles for both locations 5-21
5.7
Desire Line Diagram for OD Goods Vehicles at Km 18+000
(Kharkhauda)
5-22
5.8 Desire Line Diagram for OD Goods Vehicles at Km 39+000 (Padau) 5-23
5.9
Desire Line Diagram for OD Passenger Vehicles at Km 18+000
(Kharkhauda)
5-24
5.10 Desire Line Diagram for OD Passenger Vehicles at Km 39+000 (Padau) 5-25

6.1
Characteristic Deflection (mm) along the Project road from Meerut
Bulandshahr (NH-235)
6-7
6.2 Field dry density in (gm/cc) 6-10
6.3 Field Moisture content (%) 6-10

8.1 Typical Cross Sections I 8-4
8.1A Typical Cross Sections IA 8-5
8.2 Typical Cross Sections II 8-6
8.3 Typical Cross Sections III 8-7
8.4 Typical Cross Sections IV 8-8
8.5 Typical Cross Sections V 8-9
8.6 Typical Cross Sections VI 8-10
8.7 Typical Cross Sections VII 8-11
8.8 Typical Cross Sections VIII 8-12
8.9 Typical Cross Sections IX 8-13
8.10A Proposed Alignment for Phaphunda Bypass 8-23
8.10B Proposed Alignment for Kharkhauda Bypass 8-24
8.10C Proposed Alignment for Hapur Bypass 8-25
8.10D Proposed Alignment for Gulaothi Bypass 8-26
8.11
Homogeneous Sections for Pavement Design for Widening of Existing
lane
8-28
8.12 Homogeneous Sections for Pavement design for Overlay of Existing Lane 8-30
8.13 Homogeneous Sections for New Pavement design 8-32
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Table of Contents
Scott Wilson xiii January 2011
FIGURE
NO.
TITLE
PAGE
NO.

8.14
Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided
Highway (Both sides new Bridges for 4-Lane Standards)
8-45
8.15
Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided
Highway (Both sides new Bridges for 6-Lane Standards)
8-45
8.16
Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided
Highway (One side New 2-Lane Bridge and other sides Existing 2-Lane
Bridge)
8-46
8.17
Cross Section of Bridge at Deck Level- without Footpath for 4-Lane
Divided Highway (One side New 2-Lane Bridge and other sides Existing 2-
Lane Bridge)
8-46
8.18 Cross Section of Culvert for 4-Lane Divided Highway at Road Level 8-51










Chapter 0
Executive Summary
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 1 January 2011
0.0 EXECUTIVE SUMMARY

0.1 Background

0.1.1 The work for consultancy services for Preparation of Detailed Project report for rehabilitation
and upgradation of National Highway stretches under NHDP IVB [Group B (Package No.
UP/DPR/NHDP-IV/07)] in the state of Uttar Pradesh has been awarded to M/s. Scott Wilson
India Private Limited, vide National Highways Authority of India (NHAI) letter no.
NHAI/Coord./4/2009/10467 dated on 12th March 2010.

0.1.2 Scott Wilson India Private Limited has been commissioned by NHAI to provide consulting
services in the preparation of Detailed Project Report (DPR) for rehabilitation and upgrading of
the stretch to 2-lane with paved shoulder configuration with provision of capacity augmentation.

0.2 Investigations & Evaluations

0.2.1 Feasibility Study was carried out by Scott Wilson India Private Limited and the report evaluates
Financial Viability in terms of Financial Internal Rate of Return (FIRR) and economic viability
in terms of Economic Internal Rate of Return (EIRR) of the homogeneous road sections for
optimum upgrading. The above evaluation has been based on various surveys and investigations
carried out during the course of the study and these include traffic, topography, pavement
condition, inventory and condition of road/structures and material investigations. Special
attention has been given to maximize the use of existing pavement and available land and use of
local resources. Beside, due care is also taken to ensure use of modern construction technology to
achieve the desired quality and performance requirements and attain the intended level of service
for the next 15 years.

0.3 Project Development Descriptions

0.3.1 General

The project road NH-235, starts from Meerut Town (Km. 0+000) and ends at Bulandshahr town
(Km. 66+482). Project road section traverses through three districts of the Uttar Pradesh, viz.
Meerut, Ghaziabad and Bulandshahr. The nodal towns on the stretches are Meerut, Hapur,
Gulathi and Bulandshahr.

The project was initially conceived and awarded to prepare detailed project report for
upgradation and rehabilitation of Meerut Bulandshahr section of NH-235 to 2-lane with paved
shoulder configuration. However, traffic survey and analysis reveals that currently between
Meerut to Hapur the total traffic volume is 23713 PCU while between Hapur to Bulandshahr
total traffic volume is 24171 PCU, which as per Clause 2.16 of IRC: SP: 73-2007 exceeds the
capacity of 2lane+Paved Shoulder configuration and is due for 4laning with level of service B
as per Clause 2.17 of IRC: SP: 84-2009. Both MORT&H and NHAI officials were made
aware of this scenario in the meeting held at MORT&H on 10
th
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 14
th
September 2010.

On receipt of the comment on the Draft Feasibility Report dated 9
th
October and subsequent
meeting held with the Project Director, Meerut, all the suggestion was addressed and accordingly
Final Feasibility Report was submitted on 25
th
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-
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 2 January 2011
Bulandshahr section of NH-235 is framed with the concept of 4-lane configuration highway from
km 7+469 onwards. A summary of the project corridor is given in Table 0.1

Table 0.1: Project Length

Sl.
No.
Existing Chainage
(km)
Existing
Length
(km)
Design Chainage (km)
Design
Length
(km)
Remark
From To From To
1 0+000 7+469 7.469 - - -
Out of project scope,
inside Meerut town
2 7+469 66+482 59.013 7+469 73+512 66.043
Length for
improvement 62.521
km & 3.522 km of
existing Hapur
Bypass (NH-24)
followed
2 66+482
proposed
junction of new
Bulandshahr
Bypass (NH-
91)
2.000 73+512
proposed
junction of new
Bulandshahr
Bypass (NH-
91)
2.000
Maintenance of
existing 2-lane road
approximate length is
2.0 km includes 140m
long existing twin
bridge on Upper
Ganga Canal)

0.3.2 District and Nodal Towns on the Project Road

Project road section traverses through three districts of the Uttar Pradesh, namely Meerut,
Ghaziabad and Bulandsahar. The nodal towns / villages on the stretches are Meerut, Phaphunda,
Kharkauda, Kaili, Hapur, Gulaothi and Bulandshahr.

0.3.3 Existing Carriageway and Roadway Width

The project road section is having carriageway width configuration of 7m to 14m, while the
formation width varies from 10m to 15m. At few locations formation width is around 25 to 30
metre. The summary of the lane configuration for the entire stretch is given in Table 0.2.

Table 0.2: Lane configuration along the project stretch

Chainage (Km)
Length (Km) CW Width (m) Lane Configuration
From To
0+000 7+469 7+469 14.0 2x2 Lane with 1m median
7+469 25+500 18.031 10.0 2 Lane with PS
25+500 66+482 40.892 7.0 2 Lane
Length of 4- lane section : 7.469km
Length of 2- lane with PS section : 18.031km
Length of 2- lane section : 40.982km

0.3.4 Right of way (ROW)

There is no road boundary pillar along the road. As per the record from the department, average
existing Road Way width is around 35 meter. The proposed ROW for the project is as per
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 3 January 2011
Table 0.3 below.

Table 0.3: Proposed Right of Way along the project stretch

Sl. No.
Design Chainage
Proposed
Length (m)
Proposed
ROW (m)
Remarks

From To
1
7+469 9+500 2031.0 60
2
9+500 12+100 2600.0 45 Alipur
3
12+100 14+800 2700.0 60
Phaphunda
Bypass
4
14+800 17+700 2900.0 60
5
17+700 20+900 3200.0 60
Kharkhauda
Bypass
6
20+900 23+400 2500.0 60
7
23+400 27+100 3700.0 60 Hapur Bypass
8
27+100 35+400 8300.0 60 Hapur Bypass
9
35+400 38+930 3530.0 -
Existing
Hapur Bypass
on NH-24
10
38+930 39+299 369.0 60
Slip Road on
Ex. Hapur
Bypass on
NH-24
11
39+299 39+966 667.0 45 Sadikpur
12
39+966 43+200 3234.0 60
13
43+200 44+150 950.0 45 Padao
14
44+150 47+600 3450.0 60
15
47+600 48+200 600.0 180
Toll Plaza
location
16
48+200 49+800 1600.0 60
17
49+800 53+100 3300.0 60
18
53+100 57+250 4150.0 60
19
57+250 58+130 880.0 45 Jindal Factory
20
58+130 68+000 9870.0 60
21
68+000 68+400 400.0 45 Jainpur
22
68+400 73+512 5112.0 60


0.3.5 Traffic Volume

The summary of the average annual daily traffic for the project stretch is given in Table 0.4.









DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 4 January 2011
Table 0.4: Annual Average Daily Traffic (AADT)

Vehicle Type Location
Kharkhauda
(km 18+000)
Padau
(km 39/000)
Passenger Cars 4857 4494
Utility Vehicle (Jeep, Van) 236 87
Two Wheeler 6042 4398
Three Wheelers 400 152
Other Passenger Vehicles 0 0
Minibus 61 47
Standard Buses 691 658
Tempo/ LCV 1058 1344
2-Axle Truck 1119 1706
3-Axle Truck 1522 1659
Multi Axle Vehicles 164 180
Tractors 231 217
HEM / EMV 18 13
Bycycles 820 417
Cycle Rickshaw 174 88
Hand/ Animal Cart 149 140
Total Exempted Ambulance/ Police/ Military/ VIP 4 5
Police/ Military Buses 0 0
Police/ Military Trucks 2 2
Total Vehicles Motorised Traffic 16405 14963
Non Motorised Traffic 1143 646
Total 17549 15609
Total PCUs Motorised Traffic 22060 22945
Non Motorised Traffic 1654 1227
Total 23713 24172
Tollable Traffic Vehicles 9726 10189
PCUs 17589 19607
Non Tollable Traffic Vehicles 7822 5420
PCUs 6124 4565


0.3.6 Proposed Developmental Plan/Construction features are summarised below:-

a) 4 lane divided carriageway with 3.5m wide lane width, 1.5m wide paved shoulder and 2.0m
earthen shoulder. In each direction 2-lane carriageway is divided by 4.5 m wide median,
thereby totalling the roadway width to 26.0m. At selected urban stretches the median width is
reduced to 1.5m to maximize the utilisation of available land. To facilitate local traffic and
pedestrian movements the paved shoulder is increased to 2.0m and 1.5m wide footpath
provided on both sides at theses stretches

b) Widening scheme can be summarised as given in Table 0.5.

Table 0.5: Widening Scheme Length
Description
Design Length
( in m)
4-lane Eccentric Widening in rural stretches 23283
4-lane Eccentric Widening in rural stretches with 8m wide 7250
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 5 January 2011
Description
Design Length
( in m)
median
4-lane Eccentric Widening in Built-up stretches 395
4-lane Concentric Widening in restricted ROW stretches 840
4-lane Concentric Widening in built-up stretches having
restricted ROW
450
4-lane Concentric Widening with functional overlay over
existing pavement
4400
4-lane Bypass / Realignment 25903
Total 62521
Length of existing Hapur Bypass to be used as a part of this
project, which has been kept out of the scope of
development proposal of this project
3522
Total Project Length
66043

0.3.7 Proposed Bypass Sections

The existing section of NH-235 from Meerut to Bulandshahr passes through number of town and
villages. In general, bypasses are proposed where section of the road passes through heavily
built-up area on both side, with insufficient land width, where improvement of the existing road
catering to desired standards will involve considerable resettlement and rehabilitation measures.
Based on the reconnaissance carried out by consultant and subsequent site visit with NHAI
officials bypass is recommended for the Hapur town. Gulaothi town also the available width
between the building lines is not sufficient to accommodate a four lane highway with service
road. Therefore, a bypass for Gulaothi town is also proposed.

Summary of bypass locations and length of each bypass is given in Table 0.6.

Table 0.6: Proposed of Bypass Locations

Sl.
No.
Bypass
Location
Existing Chainage (km) Design Chainage (km)
From To
Length
(Km)
From To
Length
(Km)
Remarks
1
Phapunda
Bypass
12+100 14+350 2.25 12+100 14+800 2.70
Survey Length may vary
after the topographic
Survey
2
Kharkhuda
Bypass
17+250 20+250 3.00 17+700 20+900 3.20

3
Hapur
Bypass
22+750 34+171 11.42
23+400 34+600
15.95
12.428 km Proposed
Bypass
3.522 km Existing Hapur
Bypass of NH-24 to be
used as a part of this
project
34+600 35+456 Widening of 1.228km of
existing slip road of
flyover & VUP on Hapur
Bypass of NH-24
38+978 39+350
4
Gulaothi
Bypass
44+650 50+500 5.9 49+800 57+375 7.575

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 6 January 2011

0.3.8 Pavement Composition

Pavement composition thicknesses were designed for widening, reconstruction and new
construction section as per IRC: 37-2001. For strengthening of existing flexible road pavement,
overlay thickness were established as per IRC: 81-1997. At Toll plaza locations provision of
rigid pavement is given and pavement composition were established as per IRC: 58-2000.

a) Widening and strengthening of NH-235 between existing km 7+469 to km 25+500 has been
taken up by PWD, NH Division, Bulandshahr and completed by month of April 2011.
Therefore, no improvement to the existing pavement in this stretch is proposed in the
eccentric widening sections. However a functional overlay of 50mm thick BC layer is
proposed on the existing pavement before opening to traffic.

b) Pavement composition for flexible road pavement for Widening and New construction
sections is given in Table 0.7 and Table 0.8.

Table 0.7: Flexible Pavement Thickness for Pavement widening portion
Design
Chainage (km)
Design Traffic
C
B
R

o
f

S
u
b
g
r
a
d
e

(
%
)

Pavement Thickness (mm)
Remarks
Designed for
10 years
Designed
for 15 years
Total
(mm)
From To
10
Year
(MSA)
15
Year
(MSA)
Wearing
Course
(mm)
Binder
Course
(mm)
Base
(mm)
Sub-
base
(mm)
39+150 62+040 63 108 6 40 (BC)
135
(DBM)
250 260 685
Existing
ground to be
checked for
suitability and
loosened,
recomputed
to desire
MDD
62+040 73+512 63 108 7 40 (BC)
130
(DBM)
250 230 620

Table 0.8: Flexible Pavement Thickness for New Pavement and Reconstruction stretch
Design Chainage (km) Design Traffic CBR of
Subgrade
Pavement Thickness (mm)
Designed for 10
years
Designed for
15 years
Total
(mm)
From To 10
Year
(MSA)
15
Year
(MSA)
(%) Wearing
Course
(mm)
Binder
Course
(mm)
Base
(mm)
Sub-
base
(mm)
7+469 35+456 52 89
7 40 125 250 230 645
35+456 38+978 No Improvement is proposed for existing Hapur Bypass of NH-24
38+978 73+512 63 108
7 40 130 250 230 650

c) Pavement composition thickness for strengthening of flexible road pavement for overlay
sections is given in Table 0.9.

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 7 January 2011
Table 0.9: Proposed Overlay Thicknesses for existing lane
Design
Chainage (km)
Length
(m)
Average
Characteristic
Deflection (mm)
Design
Traffic for
10years
(MSA)
Thickness
in BM
(mm)
Thickness in
term of
BC/DBM
(mm)
Overlay
Portion
(mm)
From To BC DBM
39+350 49+800 10450 0.818 63 68 48 40 50
49+800 58+215 8415 0.902 63 88 62 40 50
58+215 73+512 15297 0.853 63 76 54 40 50

d) Pavement composition thickness for rigid pavements at Toll plaza locations is given in
Table 0.10.

Table 0.10: Rigid Pavement Composition at Toll Plaza

Material Type Thickness (mm)
Pavement Quality Concrete (M-40) 300
Dry Lean Concrete (M-10) 150
Granular Sub-base 150
Subgrade 500

0.3.9 Junction Improvement

There are existing 6 major, 68 minor junctions and 10 new major junctions will be evolved due to
the proposal of bypasses. Cross roads with paved carriageway are only considered for development
of the junction. The major junctions forming with National Highways, State highways and District
roads are listed in Table 0.11.

Table 0.11: Junction Improvement proposal
Sl.
No
Existing
Chainage
(km)
Design
Chainage
(km)
Type
Cross Road
Remark
Side Leading to
1 7+469 7+469
LHS City Road
Start Point of Project
RHS
Existing Meerut
bypass road
2* 12+200 12+200

LHS Phaphunda
At start of proposed
Phaphunda Bypass
3* 14+250 14+700

LHS Phaphunda
At end of Proposed
Phaphunda Bypass
4* 17+350 17+800

LHS Kharkhauda
At start of proposed
Kharkhauda bypass
5* 20+145 20+800

LHS Kharkhauda
At end of Proposed
Kharkhauda Bypass
6* 22+900 23+500

Straight To Hapur
New Junction at start of
proposed Hapur bypass
Left Hapur bypass
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 8 January 2011
Sl.
No
Existing
Chainage
(km)
Design
Chainage
(km)
Type
Cross Road
Remark
Side Leading to
7* --- 34+600
LHS Moradabad
NH-24 bypass
RHS Delhi
8 44+800 49+900

RHS Gulaothi
At the start of Proposed
Gulaothi Bypass
9 49+200 57+000

RHS Gulaothi
At the end of Proposed
Gulaothi Bypass

10


66+482 73+512

LHS
NH-235
/Bulandshahr
End of Project Road
RHS NH-91/Delhi

Minor Intersections
Sl. No. Design Chainage
Junction Type
(Cross(X)/T or
Y type
Side
1 7+469 X LHS &RHS
2 7+970 T RHS
3 8+524 T RHS
4 9+328 T LHS
5 9+465 T RHS
6 9+600 T LHS
7 10+325 T LHS
8 12+180 T LHS
9 12+880 X LHS &RHS
10 14+050 X LHS &RHS
11 14+620 T LHS
12 16+810 T RHS
13 17+780 T LHS
14 18+270 X LHS &RHS
15 18+500 X LHS &RHS
16 20+790 X LHS &RHS
17 21+055 T LHS
18 21+180 X LHS &RHS
19 21+500 X LHS &RHS
20 21+770 T LHS
21 22+290 T RHS
22 23+580 T LHS
23 23+810 X LHS &RHS
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 9 January 2011
Sl. No. Design Chainage
Junction Type
(Cross(X)/T or
Y type
Side
24 39+300 X LHS &RHS
25 39+940 T LHS
26 40+660 T LHS
27 40+865 T RHS
28 40+885 T LHS
29 41+000 T RHS
30 41+150 T LHS
31 41+270 T RHS
32 41+770 T RHS
33 42+000 T RHS
34 42+400 T LHS
35 42+995 T LHS
36 43+600 T LHS
37 44+030 T RHS
38 45+180 T RHS
39 46+150 T LHS
40 46+425 T RHS
41 48+295 X LHS &RHS
42 48+635 T LHS
43 48+865 T LHS
44 49+340 T LHS
45 49+360 T RHS
46 58+000 X LHS &RHS
47 58+100 T LHS
48 58+360 T RHS
49 59+470 T RHS
50 59+575 T LHS
51 61+450 X LHS &RHS
52 63+495 T LHS
53 63+620 T RHS
54 64+400 T RHS
55 64+700 T RHS
56 65+140 T RHS
57 66+475 T RHS
58 67+000 T LHS
59 68+155 X LHS &RHS
60 68+460 T LHS
61 69+070 X LHS &RHS
62 69+350 T RHS
63 69+410 T LHS
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 10 January 2011
Sl. No. Design Chainage
Junction Type
(Cross(X)/T or
Y type
Side
64 70+840 T RHS
65 72+000 T RHS
66 72+650 T RHS
67 73+165 T LHS
68 73+437 X LHS &RHS
Above junctions to be developed as per the IRC / Ministry Design Standards

0.3.10 Proposal of Bridges, Culverts and other Structures

a) Major & Minor Bridges

There are total 7 bridges on this route. Out of these, one is a Major Bridge and the remaining six
are minor bridges.

The requirement / possibility of widening and reconstruction of the existing bridges has been
checked based on the following criteria
If the width of additional widening is 1.0m (0.5 m on each side) or less, the widening of the
structure may be dispensed with and traffic shall be guided with the help of crash barriers in
a transition of 1 in 20 on either side approaches.
All existing bridges which are structurally distressed shall be reconstructed as new bridge
All existing brick arch bridge shall be dismantled and replaced by a new bridge

The development proposal for all the bridges is tabulated in Table 0.12.
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 11 January 2011
Table 0.12: Summary of Development of Bridges

Sl.
No.

Existing
Chainage
(Km.)
Design
Chainage
(km)
Type of
Structure
Span (m)
No of Span x
Effective Span
L
Carriagewa
y Width
( m )
Total
Width
( m )
Type of
Bridge
Remark Proposal for Bridges
1 36 + 570 41+615 Minor Bridge 4 x 8.5 6.40 8.40 Brick Arch
Condition
of bridge is
very poor
Existing Bridge will be abandoned and a new
2x12m wide bridge parallel to existing one with
2 x 17m is proposed (RCC T-beam).
2 40 + 545 45+665 Major Bridge 3 x 25.0 7.60 10.5
RCC Girder
and Slab
Minor
repair is
required
Existing Bridge will be retained and a new
12m wide bridge parallel to existing one with
span configuration of 3 x 25.0m.
3 41 + 590 46+630 Minor Bridge 3 x 10.0 7.20 9.20 Brick Arch
Condition
of bridge is
very poor
Existing Bridge will be abandoned and a new
2x12m wide bridge parallel to existing one with
span configuration of 2 x 17.0m (RCC T-beam).
4 - 52+215 Minor Bridge 1 x 15.0 (SK) 11.0 2x12.0 RCC T-Beam New
New Bridge across Canal on Gulaothi Bypass
(2x12m wide)
5 - 53+478
Minor Bridge
1 x 20.0 (SK) 11.0 2x12.0
PSC/RCC T-
beam
New
6 - 56+788
Minor Bridge
1 x 20.0 (SK) 11.0 2x12.0
PSC/RCC T-
beam
New
7 58 + 610 65+602 Minor Bridge 4 x 2.50 9.80 11.80 RCC Slab
Minor
repair is
required
Existing Bridge will be retained and a new 12m
wide bridge parallel to existing one with span
configuration of 2 x 5m (Box cell).
8 58 + 640 65+632 Minor Bridge 1 x 20.0 7.40 10.40
RCC Girder
and Slab
Minor
repair is
required
Existing Bridge will be retained and a new 12m
wide bridge parallel to existing one with span
configuration of 1 x 25.0m.
9 60 + 915 67+912 Minor Bridge 3 x 2.8 8.40 9.40 Brick Arch
Condition
of bridge is
very poor
Existing bridge will be replaced by a new 12m
wide bridge at the same location with span
configuration of 2x 5.0m. and another new 12m
wide bridge near the existing one with span
configuration of 2x5.0m (Box cell).
10 62 + 460 69+432 Minor Bridge 3 x 3.0 7.80 9.40 RCC Slab
Skew ( 51)
Minor
repair is
required
Existing Bridge will be retained and a new 12m
wide bridge with 1 x 7.0m (Box cell) after
realignment of the existing canal which currently
has a skew angle 81.


DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 12 January 2011
b) Culverts

There are total 67 existing culverts in the proposed road corridor. A summary of the proposal is
given in Table 0.13.
Table 0.13: Summary of Development of Culverts

Type of Culvert
Number of Culverts and Condition
Reconstruction Widening New Construction
Hume Pipe 15 1 24
RCC Slab 12
Brick Arch 4 by RCC slab
Total 19 13 24
35 number of culvert on the existing road is not considered for any development proposal, as
these culvert locations are bypassed, Realigned or in the section of out of project scope.

c) ROB at Railway line crossing

The project road crosses railway tracks at 2 locations inside the Hapur town and construction of
ROB is under progress for these two railway crossings. As Hapur town has been bypassed,
therefore no improvement proposal has been made inside the Hapur town. However, the
proposed Hapur bypass crosses the Railway line at one location at 31+600 (Design Chainage).
The crossing has been grade separated by a ROB. The improvement proposal for the railway
crossings is presented in Table 0.14

Table 0.14: List of Railway Crossing on the Project Road Section

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

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 13 January 2011
d) Proposal for VUP and PUP

Structural details of the proposed Vehicle Underpass (VUP) and Pedestrian Underpass
(PUP) / Cattle Underpass (CUP) structures are given in Table 0.15 and Table 0.16.

Table 0.15: Existing and Proposed VUP

a) Details of Proposed New Vehicular Underpasses

Sl
No.
Existing
Chainage
(Km)
Design
Chainage
(Km)
Name of
Intersecting
Roads
Proposed
structural
configuration
Proposed
Structure
type
Structure
Dimension
(m)
No.xLxH
Over
all
width
in m
1 Bypass 28+148
State
Highway to
Modinagar
Double span
Box type
structure
RCC Box
Type
2x12x5.5 27.5
2 Bypass 51+644
MDR to
Dhaluna
Double span
Box type
structure
RCC Box
Type
2x12x5.5 27.5
3 Bypass 54+778
Road to
Sikandrabad
Double span
Box type
structure
RCC Box
Type
2x12x5.5 27.5

b) Details of Existing Vehicular Underpasses

Sl
No.
Existing
Chainage (Km)
Design
Chainage (Km)
Structure
Dimension
(m)
No.x Lx H
Name of
Intersecting Roads
Remark
1 34+171 39+150 2x10.5x5.5 NH-24
Existing VUP
Retained/
Improvement of
slip road

Table 0.16: Existing and Proposed PUP /CUP

Sl.
No.
Existing
Chainage
(Km)
Design
Chainage
(Km)
Name of
Intersecting
Roads
Proposed
structural
configuration
Proposed
Structure
type
Proposed
Span
arrangement
No. x Lx H
Overall
Width
1
Hapur
Bypass
26+682 VR
Single span
Box type
structure
RCC Box
Type
1 x 7 x 3.5 27.5
2
Hapur
Bypass
30+540 VR
Single span
Box type
structure
RCC Box
Type
1 x 7 x 3.5 27.5
3
Gulaothi
Bypass
52+795 VR
Single span
Box type
structure
RCC Box
Type
1 x 7 x 3.5 27.5
4
Gulaothi
Bypass
53+582 VR
Single span
Box type
structure
RCC Box
Type
1 x 7 x 3.5 27.5

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 14 January 2011
0.3.11 Toll Plaza

Location of toll plazas has been proposed based on the traffic dispersal pattern at the respective
homogenous sections, road geometry and vertical profile of the road and the surrounding area.
The location and details of the toll plaza is given in Table 0.17.

Table 0.17: Details Toll Plaza
Sl. No
Toll Plaza Location
Remark
Existing Chainage
(km)
Design Chainage
(km)
1 42+876 47+900
One section from Project Start to
Project End

0.3.12 Total Cost of the Project as assessed at this stage is given in Table 0.18

Meerut (at Km 7.469) to Bulandshahr (at km 66.482) Section of NH-235 in the state of Uttar
Pradesh to 4-lane configuration (Project length = 66.043 km)

Length of existing Hapur Bypass to be used as a part of this project, which has been kept out of
the scope of development proposal of this project (Length 3.522km)

Table 0.18: Abstract Project Cost (Design length = 62.521 km)

Sl.
No.
Description Amount in Rs.
Amount in
Crores
A Civil Works 62.521 62.521
1 Site Clearance & Dismantling 11,642,094 1.16
2 Earth work 574,000,636 57.40
3 Base & Sub-base courses 920,928,178 92.09
4 Bituminous works 1,275,628,236 127.56
5 Culverts 74,590,384 7.46
6
Structures i.e. Bridges, ROB,VUPs and
PUP
628,312,441 62.83
7 Drainage & Protection works 72,170,621 7.22
8 Traffic Signs and Road Appurtenances 113,814,738 11.38
9 Truck lay-bye & Bus bay with shelters 22,183,406 2.22
10 Toll Plaza & Junctions 165,178,653 16.52
11 Repair & Maintenance work 44,176,442 4.42
12 Miscellaneous items 76,110,480 7.61

Total Civil Works
(based on SOR 2009-10)
3,978,736,311 397.87
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of UP: Meerut Bulandshahr Section ( NH-235) Executive Summary

Scott Wilson 0 - 15 January 2011
Sl.
No.
Description Amount in Rs.
Amount in
Crores

Updated cost of civil works at level
2010-11 with 5% escalation
4,177,673,126 417.77
Per km Civil works cost 66,820,318 6.68
14 Contingencies @ 3% on civil work 125,330,194 12.53
15
Charges for Independent Engineer @ 1%
of (14+15)
43,030,033 4.30
Total Cost 4,346,033,353 434.60
B Non-Civil Works
16 Budget for EMP 76489000 7.65
17 Resettlement and Land Acquisition cost
707020000
70.70
18 Utility Relocation 52,080,000 5.21
Total Non Civil Works 835,589,000 83.56
Total Cost (A+B) 5,181,622,353 518.16
Cost Per Km 82,878,111 8.29










Chapter 1
Overview of NHAI
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Overview of NHAI

Scott Wilson 1 - 1 October 2010
1.0 OVERVIEW OF NHAI

1.1 NHAI Establishment

The National Highways Authority of India was constituted by an act of Parliament, the National
Highways Authority of India, 1988. It is responsible for the development, maintenance and
management of National Highways entrusted to it and for matters connected or incidental
thereto. The Authority was operationalized in February 1995 with the appointment of full time
Chairman and other Members.

1.2 NHAI Mandate

1. Primary mandate is time and cost bound implementation of National Highways Development
Project (NHDP) through host of funding options including from external multilateral
agencies like World Bank, Asian Development Bank, JBIC etc. Work mainly comprises of
strengthening and 4/6 laning of high-density corridors around 13,146 kms.

The components are:

Golden Quadrilateral 5,846 kms connecting Delhi-Kolkata-Chennai-Mumbai.
North-South-East-West Corridor 7,300 kms connecting Kashmir to Kanyakumari and
Silchar to Porbandhar.

2. Providing Road connectivity to major ports.

3. Involving the private sector in financing the construction, maintenance and operation of
National Highways and wayside amenities.

4. Improvement, maintenance and augmentation of the existing National Highways network.

5. Implementation of road safety measures and environmental management.

6. Introducing Information Technology in Construction, maintenance and all operation of
NHAI.

1.2.1 NHAI Organization

A full time Chairman heads NHAI. Member Finance, Member Administration, Member
Technical head their respective departments and report to the Chairman. A detailed organization
chart of NHAI is given in Figure 1.1.

1.2.2 National Highway Development Program (NHDP)

The National Highways have a total length of 66,590 km to serve as the arterial network of the
country. The development of National Highways is the responsibility of the Government of
India. The Government of India has launched major initiatives to upgrade and strengthen
National Highways through various phases of National Highways Development Project (NHDP)
presented in Figure 1.2. National Highway Development Program is envisaged to plan, design
and construct a network of world class highways to support the economic growth of the country.
Infrastructure in India has been found to be a bottleneck/speed breaker for the trade and business,
poverty alleviation and economic growth of the country. Advantages of providing well developed
network of highways are as follows:


DPR for rehabilitation and upgradation of NH stretches under
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in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Overview of NHAI

Scott Wilson 1 - 2 October 2010
Savings in vehicles operating costs by reduced fuel consumption and maintenance costs
Travel time savings by faster and comfortable journeys
Safer travel
Benefits to trade especially in movement of perishable goods.
Reduce demographic shift to urban areas
Poverty alleviation and all round development of areas

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:


DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Overview of NHAI

Scott Wilson 1 - 3 October 2010
1. The Government of India Budgetary Allocation

In a historic decision, the Government of India introduced a Cess on both Petrol and Diesel. This
amount at that time (at 1999 prices) came to a total of approximately Rs. 2,000 crores per annum.
Further, Parliament decreed that the fund so collected were to be put aside in a Central Road
Fund (CEF) for exclusive utilization for the development of a modern road network. The
developmental work that it could be tapped to fund, and the agencies to whom it was available
were clearly defined as:

Construction and Maintenance of State Highways by State Governments
Development of Rural Roads by State Governments
Construction of Rail Over Bridges by Indian Railways.
Construction and Maintenance of National Highways by NHDP and Ministry of Road
Transport & Highways.

Today, the Cess contributes between Rs. 5 to 6 Thousand crores per annum towards NHDP.

2. Loan Assistance from International Funding Agencies

Loan assistance is available from multilateral development agencies like Asian Development
Bank and World Bank or Other overseas lending agencies like Japanese Bank of International
Co-operation.

3. Market Borrowing

NHAI proposes to tap the market by securities cess receipts.

4. Private Sector Participation

Major policy initiatives have been taken by the Government to attract foreign as well as domestic
private investments. To promote involvement of the private sector in construction and
maintenance of National Highways, Projects are offered on Build, Operate and Transfer (BOT)
basis to private agencies. After the concession period, which can range up to 30 years, this road
is transferred back to NHAI by the Concessionaires. NHAI funds are also leveraged by the
setting up of Special Purpose Vehicles (SPVs). The SPVs borrow funds and repay these through
toll revenues in the future. Some more models have emerged for better leveraging of funds
available with NHAI such as Annuity, which is a variant of BOT model.

1.2.3 Government Policy Initiatives

Policy Initiatives for Attracting Private Investment

Government will carry out all preparatory work including land acquisition and utility
removal. Right of Way (ROW) to be made available to concessionaires free from all
encumbrances.
NHAI / GOI to provide capital grant up to 40% of project cost to enhance viability on a case
to case basis.
100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed of in
20 years.
Concession period allowed up to 30 years.
Arbitration and Conciliation Act 1996 based on UNICITRAL provisions
In BOT projects entrepreneur are allowed to collect and retain tolls
Duty free import of specified modern high capacity equipment for highway construction
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Overview of NHAI

Scott Wilson 1 - 4 October 2010



































Figure 1.1: Organisation Chart of NHAI
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Overview of NHAI

Scott Wilson 1 - 5 October 2010

Figure 1.2 : National Highways Development Project Phase-I, II & III









Chapter 2
Project Road Descriptions
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 1 October 2010
2.0 PROJECT ROAD DESCRIPTIONS

2.1 General

The project road NH-235, starts from Meerut Town (Km. 0+000) and ends at Bulandshahr town
(Km. 66+482). Project road section traverses through three districts of the Uttar Pradesh, namely
Meerut, Ghaziabad and Bulandshahr. The nodal towns on the stretches are Meerut, Hapur,
Gulaothi and Bulandshahr. The Project Location Map is shown in Figure 2.1.

2.2 Project Background

With a view to providing balanced and equitable distribution of the improved/widened highways
network throughout the country, NHDP-IV envisages upgradation of 20,000 kms of such
highways into two-lane highways, at an indicative cost of Rs.27,800 crore. This will ensure that
their capacity, speed and safety match minimum benchmarks for national highways.

The work for consultancy services for Preparation of Detailed Project report for rehabilitation
and upgradation of National Highway stretches under NHDP IVB [Group B (Package No.
UP/DPR/NHDP-IV/07)] in the state of Uttar Pradesh has been awarded to M/s. Scott Wilson
India Private Limited, vide National Highways Authority of India (NHAI) letter no.
NHAI/Coord./4/2009/10467 dated on 12th March 2010. In line with Terms of references (TOR)
the Final Feasibility Report is being submitted.

The main objective of this Consultancy Service is to establish the technical and economical
viability of the project and prepare feasibility cum detailed project reports for rehabilitation and
upgradation of the existing Meerut to Bulandshahr Section of NH-235 in the state of Uttar
Pradesh to 4-lane with paved shoulders configuration with provision of capacity augmentation.

2.3 Study of Project Corridor

The consultant's team during their several site visits have collected field data to understand the
project and its constraints which has been subsequently used to formulate the project
improvement/ development proposals. The salient existing features of the project are discussed in
the subsequent paragraphs to give an overview of the project corridor. The proper understanding
of the existing project features and constraints form the basis of the design proposals to follow.
The project features discussed are as follows:

Terrain and Land use
Climatic Conditions
Physiographic Features
Geological Features
Existing Roadway
Right of Way
Cross-Drainage Structures
Highway Geometrics
Pavement Condition
Major Developments
Cross-road and Junctions
Drainage Condition
Railway Crossings
Utility Lines
Environmental and Social Status
Alternate Routes
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 2 October 2010

Figure 2.1: Project Location Map
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 3 October 2010
2.3.1 Terrain and Land use
The project road traverses fully through plain terrain. While classifying a terrain, short isolated
stretches of varying terrain is not taken into consideration. The predominant length of the project
road passes through agricultural areas with predominance of rural settlements alongside of the
road. The percentage distribution of land use is 10%, 43% & 47% for Semi Built-up, Built-up,
and agricultural respectively.
2.3.2 Climatic Conditions

ANNUAL TEMPERATURE:

The spatial distribution of annual mean temperature in Uttar Pradesh shows a gradual decrease in
the mean value from south to north because of the increasing distance from the tropic of Cancer
which passes through Madhya Pradesh touching the southern tip of Uttar Pradesh.
All isopleths are latitudinal following the boundaries of relief regions of the state. Temperature
gradient is low in the plain but increase towards the north with the rise of elevation. A major part
of the state comes under the temperature zone of 25
0
C and above whereas the northern portions
of Uttar Pradesh remains below 25
0
C.
From March to May there is sharp rise in the mean temperature (Lucknow: mean monthly
temperature in March shows 24.6
0
C and in May 33.9
0
C) while the central and western Uttar
Pradesh (including Bundelkhand) experience spells of heat waves. But with the burst of summer
monsoon in June, the mean temperature declines sharply. In the month of September there is a
slight rise in temperature which again shows a downward trend from October to January, the
coldest month of the year.
Uttar Pradesh enjoys a tropical monsoon climate. January is the coldest month for the state as a
whole. Isotherm lines are almost parallel. May is the hottest month of the state as a whole but
July is the typical month of south-western monsoon. During the cold season, particularly in
January, the cold waves sweep over the whole Ganga plain. They generally accompany the
winter depression.
ANNUAL RAINFALL:
Uttar Pradesh, the landlocked state of India with an area of 2, 40,928 sq km is blessed with a
plenty of rainfall almost throughout the state. The Tropic of Cancer passes through the southern
part of the state touching the tip of Mirzapur district. The state is away from the Bay of Bengal
by 625 km and by 800 km from the Arabian Sea. Uttar Pradesh can broadly be divided into two
parts the southern hills and the Ganga plain. The vast expanse of the state, both in the north-
south and the east-west shows appreciable annual and spatial variations of rainfall.
On the plain, the rainfall amount received is below 1200mm. It decreases from east to west as
recorded in Gorakhpur(1250mm), Basti (1200mm), Faizabad(1050mm), Lucknow (1010mm),
Hordoi (970mm), Etah ( 780mm), Agar(770mm) and Mathura(540mm).

The annual rainfall and mean temperature conditions of the state of Uttar Pradesh are pictorially
shown in Figure 2.2 and Figure 2.3, respectively.

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 4 October 2010
















Figure 2.2 : Mean Temperature of the state of Uttar Pradesh
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions
Scott Wilson 2 - 5 October 2010

Figure 2.3 : Annual Rainfall of the state of Uttar Pradesh
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions

Scott Wilson 2 - 6 October 2010
2.3.3 Existing Carriageway Width

The road inventory survey was carried out during the first half of May 2010 and the
configuration discussed in this paragraph pertains to the roadway configuration till that period.

The roadway for the entire stretch consists generally of the following configuration:
Chainage (Km)
Length (Km) CW Width (m) Lane Configuration
From To
0+000 7+469 7+469 14.0 2x2 Lane with 1m median
7+469 25+500 18.031 10.0 2 Lane with PS
25+500 66+482 40.892 7.0 2 Lane
Length of 4- lane section : 7.469km
Length of 2- lane with PS section : 18.031km
Length of 2- lane section : 40.982km

2.3.4 Existing Right of Way

The project road does not have any ROW pillars to demark the existing right of way width on
ground. Even the PWD office does not have the record for authentic road land width of the road.
Collection of village maps from the Revenue Department is ongoing, after getting the village maps,
exact width of the road land available as per govt. record can be ascertain.

2.3.5 Cross Drainage Structures

The project road has sufficient cross-drainage structures consisting of culverts, major and minor
bridges along the corridor. The condition of most of the culverts is fair and hence they require
only minor/major repairs, whereas the condition of the bridges is fair and they need application
of minor repairs only.

There are 6 Minor Bridges, 1 Major Bridge and 67 culverts in the project stretch between
Meerut to Bulandshahr.

The existing culverts are of the following type:

Pipes
RCC Slab
Brick Arch

The summarised details of the existing cross drainage structures are given in Table 2.1.

Table 2.1: Summarised Details of Cross Drainage Structures
Type of Structure Numbers
C
u
l
v
e
r
t

Pipe Culvert (Total) 43
Pipe Dia < 0.9 m 24
Pipe Dia 0.9 m 19
Arch Culvert (Brick) 4
Slab Culvert 20
Total Culverts 67
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Project Road Descriptions

Scott Wilson 2 - 7 October 2010
Type of Structure Numbers
B
r
i
d
g
e

Minor Bridge 6
Carriageway <7.00m 3
Carriageway 7.00m & <7.50m 0
Carriageway 7.50m 3
Major Bridge 1
Carriageway <7.00m Nil
Carriageway 7.00m & <7.50m Nil
Carriageway 7.50m 1
Total Bridges 7

The detailed improvement proposal of the cross drainage structures is discussed in Chapter 8:
Development Proposals.

2.3.6 Highway Geometrics

The existing highway geometry is very good and no major realignment to improve the horizontal
geometry is envisaged. The terrain is absolutely plain and hence the vertical profile also needs
very minimum improvement to achieve the required sight distance with respect to the design
speed.

2.3.7 Pavement Condition

The pavement is of flexible Bituminous for the whole stretch and the visually observed condition
of the pavement is fair. Longitudinal and alligator cracks along with potholes and patched areas
are observed at few locations only. Carriageway edge break and failures like loss of aggregates,
rain cuts and corrugations were also sparsely observed.

2.3.8 Major Developments along project road

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

2.3.9 Cross Roads and Junctions

The identification of major junctions and category of road crossing the project road was done
based on local enquiry and verification from secondary data, maps and consultation with
competent authorities.

There are existing 68 Minor junctions, 6 Major junctions across the project road considering only
the bituminous cross roads.

2.3.10 Drainage Condition

The physical condition of the drainage system is generally fair to bad. Sufficient camber was
observed to drain off the water from carriageway surface. There are adequate cross drainage
structures across the project alignment. The existing road does not have proper provision for
longitudinal drains on either side. Pucca drains were observed at some locations within villages
and natural drains were also observed at some locations. In general the condition of pucca drains
appears to be fair.
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Scott Wilson 2 - 8 October 2010

2.3.11 Railway Crossings

The project road crosses existing railway line at 2 locations and all the existing level crossing is
being facilitated with 2 lanes ROBs under Construction at present. Out of the 2 ROBs, under
construction one is over double railway tracks and one is over single railway track. The details of
the existing ROB in terms of their carriageway width and the existing condition are presented in
the Engineering Survey and Investigation Chapter.

2.3.12 Flyover

There is no flyover at present on the project road.

2.3.13 Utility Lines

Several utility lines cross and run parallel to the project road. The different types of utility lines
observed are as given below:

Electric Line (including junction boxes, lamp posts and transformers) (mainly overhead)
High Tension Transmission lines
Telephone lines (including junction boxes) (overhead and underground)
Water lines (underground)
OFC Lines (underground)









Chapter 3
Methodology for Feasibility Study
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Scott Wilson 3 - 1 October 2010
3.0 METHODOLOGY FOR FEASIBILITY STUDY

3.1 General

The feasibility study consists of:

Traffic Surveys
Engineering Surveys and Investigations
Environmental and Social Screening
Scheme development and assessment
Preliminary cost estimates
Economic viability
Feasibility report

The Approach and methodology adopted for each task mentioned above are described as under:

3.2 Traffic Surveys

To appreciate the characteristics of traffic along the project road sections in terms of size, desire,
speed, load and lead, number of surveys were carried out. Traffic surveys primarily consist of
manual classified mid-block counts namely to determine the existing volume and composition of
traffic using key links and nodes within the study area. Such counts provide verification of
existing counts and significant gaps in count data is plugged. This is in concurrence with the
clause 4.9.1 of the TOR where 3 survey locations per 100Km stretch have been recommended.
Turning movement count was conducted on all major Intersections. All types of traffic surveys
and studies done for feasibility study are discussed below:

3.2.1 Classified Traffic Volume Count

The count stations were identified at two locations dividing the road stretches into homogeneous
sections, to minimise the inclusion of urban traffic and to be reasonably near or be co-terminus
with PWD survey count stations. The Consultants conducted each of the manual classified mid-
block counts over seven consecutive days for 24 hours. Vehicles have been classified in three
ways: by direction, time (using an hourly subdivision) and vehicle type. But importantly the
methodology was based upon numbers of wheels and axles, such that distinction is drawn
between two-axle four-wheeled vehicles and two-axle six-wheeled vehicles, both passenger and
goods classification system as given in TOR as well as that in IRC codes was also kept in mind.

NHAI and PWD were approached to reveal the extent of available past traffic data relating to the
study area so as to compile the relevant data from secondary source. It is important to make full
use of available data, especially that relating to the last five years. Having received the available
data, SWI is able to assess its quality in terms of comprehensiveness and consistency and come
to an opinion on its reliability and consequent suitability for use in the current study.

3.2.2 Origin- Destination and Commodity Movements Survey

The TOR makes reference to conduct origin-destination (OD) surveys at minimum two locations
per 100Km.

The Consultant carried out one day (24hours, both directions) OD and Commodity movement
surveys at two locations finalized in consultation with NHAI. The road side interviews were
done on random basis and covered all four wheeled vehicles. The OD survey included vehicle,
cargo, journey purpose (to assist in the assessment of the value of time), vehicle information such
as manufacturer, model age and usage in addition to the start and end points of the journey. This
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Scott Wilson 3 - 2 October 2010
additional information was required for the economic analysis.

3.2.3 Turning Movements Survey

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

3.2.4 Axle Load Surveys

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

3.2.5 Speed Delay Surveys

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

3.2.6 Pedestrian/Animal Cross traffic /Truck terminal Surveys

Provision of viaduct for pedestrian /animals was analyzed on the project road to improve the
traffic safety. The data derived from OD, speed delay, other surveys and also supplementary
surveys was analyzed to assess requirements for present and future development of truck
terminals at suitable locations enroute.

3.2.7 Survey Programme

The following table gives the traffic survey program:

Sl. No. Type of Survey Survey Location Chainage (Km) Date
1
Classified Traffic
Volume Count
TVC 1 Kharkhauda 18+000
11-06-2010 to
18-06-2010
TVC 2 Padau 39+000
12-06-2010 to
19-07-2010
2 Origin-Destination
OD 1 Kharkhauda 18+000
14-06-2010 to
15-06-2010
OD 2 Padau 39+000
21-07-2010 to
22-07-2010
3
Turning Movement
Count
TMC 1
Sikandrabad T-
Junction
47+900
18-06-2010 to
19-06-2010
TMC 2 Bulandshahr Junction 66+400
18-06-2010 to
19-06-2010
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Sl. No. Type of Survey Survey Location Chainage (Km) Date
4 Axle Load
Ax 1 Kharkhauda 18+000
14-06-2010 to
15-06-2010
Ax 2 Padau 39+000
21-07-2010 to
22-07-2010
5 Speed & Delay S&D
Along the project
Road
-
08-06-2010 to
09-06-2010

3.3 Traffic Forecast

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

3.4 Engineering Surveys and Investigations

3.4.1 Reconnaissance and Alignment

The consultant made an in-depth study of the available land width (ROW), topographic survey
maps of the project area and other relevant information collected.

A detailed reconnaissance survey was conducted on the total section from Km 0+000 to
Km 66+482 and possible alignment changes. Detail features such as land use, habitation, water
routes, canals, intersecting roads, railway lines, utilities such as electrical lines (HT/LT), etc. This
enabled the Consultants to visualize the possible problems to be encountered while selecting the
realignment. The detailed ground reconnaissance of project influence area is utilized for planning
and programming the detailed surveys and investigations.

3.4.2 Topographic Surveys

The topographical survey forms the basis of almost all-subsequent highway design work and
sufficient time was be allowed to ensure the survey results are accurate and can be used with
confidence.

Detailed level scope of works and quality procedures were given (for data logging accuracy and
independent checks) for carrying out the topographical survey, which was to be targeted at
capturing only the essential ground features as the availability of digitized terrain mapping is the
most critical field activity for this project program.

Level-1

Major Control: A network of major control points was established at approximately 1Km
intervals along the route. These were initially established using differential GPS equipment.
These Major Control Points were connected to the existing National Grid points. A
comprehensive station description is provided under the Final Topographical Report to ensure
ease of relocation/reinstatement at subsequent stages.

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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 Environmental and Social Screening

3.5.1 Environmental Screening

An Environmental Impact Assessment (EIA) was undertaken. An Environmental Assessment
Report (EAR) was prepared which includes a Mitigation Plan that sets out feasible and cost
effective measures that will reduce potentially significant adverse environmental effects, if any,
to an acceptable level.

A Preliminary Environmental Desk Study focuses on the Environmental Assessment of key
impacts, issues and alternatives, including information necessary for proposed development.

The following issues were identified:

The information necessary for decision making;
The important environmental issues and concerns;
The significant effects and factors and alternatives to be considered; and
The appropriate content and boundaries of an EIA study

The program included:

Field surveys;
Consultation exercises with official and non-official sources; identifying existing relevant
baseline data;
Identifying the scope of baseline surveys required;
Identifying key issues to be addressed within the EIA,
Providing a technical brief for the EIA

To identify any potential environmental conflicts arising from the widening of the existing road
information was collated and plotted on to strip plans to arrive at the environmental constraints
for the proposed scheme.

The main issues included as appropriate local settlements and communities traffic and access
agriculture, ecology landscape, land-use and soils, water, archaeology heritage, cultural and
religious sites and planning issues.

This part of the study was undertaken in parallel with the economic and engineering analyses in
order to determine any significant social or environmental issues, which could require further in-
depth study. The approach and methodology to be adopted for environmental assessment would
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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:

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.

- Traffic
- Pavement Composition and thicknesses

3.6.4 Pavement Design

Pavement is the most significant component of a road and therefore its design strengths must be
assured to support the projected traffic loading throughout the design period. The pavement
option study consist of analysis of different pavement alternatives to provide a basis for selection
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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:

Flexible pavement over the existing pavement
New flexible pavement
Flexible Pavement for full reconstruction stretches of existing pavement.

3.6.5 Bridges and Culverts

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

3.7 Preliminary Cost Estimates

Cost Estimates were made based upon the improvement proposals and rates mostly derived from
Uttar Pradesh Schedule of Rates (NH Division) but suitably modified to update with the
existing market rates. Where alternatives have been identified within the design, each will be
evaluated to an accuracy of +/- 15% so that a reasonable assessment can be made on the balance
of costs against benefits. Cost estimates were compared with recent designed, ongoing and
executed National Highways Projects.

3.8 Economic Viability

Simultaneous to, and linked with, the traffic surveys, data collection were undertaken in relation
to the cargo related vehicle fleet. It was possible to collect some of this information from the OD
surveys. In addition, it was necessary to obtain information from vehicle dealers and operators to
determine the types of vehicles commonly used their utilization and the cost of parts, labour,
maintenance and repairs, default values for vehicle operating costs carefully calibrated against
surveyed values.

SWI employed the HDM-IV model to conduct the economic analysis of the route. The model
required classified traffic volumes, both existing and forecast vehicle fleet data and detailed
engineering data relating to the existing road and the existing and future maintenance and repair
regimes, including costs. Each traffic section as indicated by the traffic studies, was modelled
separately to produce an Economic Internal rate of Return (EIRR), Net Present Value (NPV) and
Benefit/Cost Ratio (BCR) for the proposed and alternative rehabilitation schemes.

It is essential for the validity of the results to establish a reasonable do minimum situation
against which each scheme is compared. A do nothing scenario, where in the absence of the
scheme the road is not maintained, will produce unrealistically high benefits for all schemes, and
the base case should include a minimum reasonable level of intervention to prevent road closure.

Sensitivity tests have been carried out including medium traffic growth scenarios, reducing
existing traffic volumes by 15% and increasing project costs by 15%. Together, these tests reveal
the economic robustness of each proposed project.

3.9 Financial Study

The financial viability of each package depends on the working cash flows available to service
the debt and equity. This working cash flow is basically dependent upon the following:-

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a) Project Cost
b) Traffic & Traffic Growth
c) Toll Structure
d) Operation and Maintenance expenses
e) Interest on Debt
f) Tax

The main objective of Financial Analysis is to examine the viability of implementing the project
on a BOT basis. The analysis attempts to ascertain the extent to which the investment can be
recovered through toll revenue and the gap, if any, be funded through Grant / Subsidy. This
covers aspects like financing through debt and equity, loan repayment, debt servicing, taxation,
depreciation, etc. The viability of the project is evaluated on the basis of Project FIRR (Financial
Internal Rate of Return on total investment). The FIRR is estimated on the basis of cash flow
analysis, where both costs and revenue have been indexed to take account of inflation. Financial
analysis has been carried out for the one individual package with debt equity ratio of 70:30.

3.10 Feasibility Report

The Feasibility Report culminates with the production and submission of the Feasibility Study.








Chapter 4
Socio-Economic Profile
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Scott Wilson 4 - 1 October 2010
4.0 SOCIO-ECONOMIC PROFILE

4.1 Introduction

4.1.1 Background

Uttar Pradesh is bounded by Nepal on the North, Himachal Pradesh on the North West, Haryana
on the west, Rajasthan on the south west, Madhya Pradesh on the south and south- west and
Bihar on the east. Situated between 23
o
52'N and 31
o
28 N latitudes and 77
o
3' and 84
o
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 9
th
2000.

Uttar Pradesh can be divided into three distinct hypsographical regions:

1. The Himalayan region in the North
2. The Gangetic plain in the centre
3. The Vindya hills and plateau in the south

The state of Uttar Pradesh has an area of 240,928 sq. km. and a population of 166.20 million.
There are 71 districts, 813 blocks and 107,452 villages. The State has population density of 689
per sq. km. (as against the national average of 312). The decadal growth rate of the state is NA
(against 21.54% for the country) and the population of the state continues to grow at a much
faster rate than the national rate.

A detailed accounting of the socio-economic profile of the Project Influence Area (PIA) has been
prepared which traces the PIA's economic performance of the past and establishes the likely
growth prospects of the future. The output of this Chapter is the economic growth prospects of
the PIA with respect to certain selected economic variables and serves as the basis for arriving at
a realistic traffic growth rate, for different vehicle categories.

4.1.2 Project Influence Area

The districts in which the study corridor passes through are considered to be the primary project
influence area. However, the nature of the study corridor, being the National Highway, facilitates
mostly traffic movement; the influence area stretches beyond the district boundaries. Hence, the
influence area could extend to State limits and on occasions could extend into neighbouring
States. Therefore, the influence area of the project corridor, for the purpose of the study, is
defined at the State level, though the major economic characteristics are addressed at the project
district level, which are Meerut, Ghaziabad and Bulandshahr districts in the state of Uttar
Pradesh.

4.1.3 Methodology

The economic characteristics of the PIA with respect to demography, income, industrial
development, agricultural development, mineral exploitation, tourism potential, motor vehicle
registration, transport sector policy, economic development policy and plans have been
examined. The base data required was collected from numerous agencies and referring the
various literature available from the Directorate of Economics and Statistics, Govt. of Uttar
Pradesh.

4.1.4 Data sources

All statistics used to study the past economic performance of the PIA are based on secondary
official sources of information.
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4.1.5 Project Corridor

The project road NH-235, starts from Meerut Town (Km. 0+000) and ends at Bulandshahr town
(Km. 66+427). Project road section traverses through three districts of the Uttar Pradesh, namely
Meerut, Ghaziabad and Bulandshahr. The nodal towns on the stretches are Meerut, Hapur,
Gulavthi and Bulandshahr.

4.2 Demographic Profile

4.2.1 Population growth

Population of the PIA district i.e. Meerut, Ghaziabad and Bulandshahr districts has increased at
an average growth of 2.18% to 2.46%. Thus the population of these districts has increased on an
average at the rate of 2.30% per annum between the years 1991-2001.
The trend in the growth of population in the study Districts and the State is set out in Table 4.1.
Table 4.1 : Population growth of PIA and India

Districts / States 1991 2001
Meerut 2,417,513 3,001,636
Ghaziabad 2,245,262 3,290,586
Bulandshahr 2,468,174 2,913,122
Uttar Pradesh 132,061,653 166,197,921
India 846,421,039 1,028,737,436

Source: (1) Statistical Diary, Uttar Pradesh-2001 (Director Economic intelligence&
Statistics State Planning Commission, UP)
(2) Registrar General of India, New Delhi-1991

4.2.2 Density and Urbanization

The above illustration of population growth is also reflected in the urban component of the
district, as depicted in the following Table 4.2. It reveals that the density and the %age of urban
population are higher especially in Meerut and Meerut Districts than state whereas the urban
component in state is lower than urban component in India.

Table 4.2: Demographic Profiles of Study District and State, 2001 Census

District/State Area Sq. Km. Population Density per Sq.Km % Urban. population
Meerut 2,522 3,001,636 1,190 48.44
Ghaziabad 1,956 3,289,540 1,682 55.20
Bulandshahr 3,719 2,923,290 786 23.15
Uttar Pradesh 2,40,928 16,60,52,859 689 20.78
India 32,07,300 102,70,15,247 324 27.80
Sources: (1) Statistical Diary of Uttar Pradesh-2001 (Director Economic intelligence &
Statistics- State Planning Commission. UP)

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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, state-
wise. The Planning Commission, GOI, has accepted it for planning purposes.

Based on the above considerations, we have elected to use the RGI forecast for the study
purposes. Hence the population growth rate adopted for the study purpose is given in Table 4.3
and Table 4.4.

Table 4.3: Population Projection by RGI (1996-2016)
(in 000)
Year India Uttar Pradesh
Males Females Total %age Growth Males Females Total %age 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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Scott Wilson 4 - 4 October 2010

Table 4.4 : Adopted Population Growth Rate of the Study Region
(Average Annual Compound Growth Rate)

Period
Population Growth Rate
(AAGR %age)
India UP
1981-1991 2.07 2.17
1991-2001 1.81 3.13
2001-2006 1.57 2.17
2006-2011 1.50 2.27
2011-2016 1.40 2.27
Source RGI, New Delhi

4.3 Economic Profile

4.3.1 State Income and its dynamics

The State Income of UP, Measured as Net State Domestic Product by industry of origin, was Rs
302,911 million in current prices in 2007-08 and Rs. 220,738 million in Constant prices (1999-00
prices). The corresponding per capita income was Rs 9,721 in current prices and Rs.5, 770 in
constant prices (1993-94 prices). The contributions from primary, secondary and tertiary sectors
to State Income in current prices (2000-01 prices), was 34.8 %, 20.4 % and 44.8 % in 2000-2001.
It illustrates the significance of service sector contribution to the State economy, as can be seen
in Figure 4.1.






4.3.2 Growth Trend

In the years between 1999-00 and 2001-09, the overall economic growth achieved by UP was
8.90 % on average per annum. The following Table 4.5 shows the AACGR and the annual
growth of UP economy, by major sectors.


Figure 4.1 : Growth of State Income of UP
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Scott Wilson 4 - 5 October 2010
Table 4.5 : Periodical Growth Rate of State Income, in Real Terms at Current Price
(Average Annual Compound Growth Rate in %)

Year
Uttar Pradesh
Primary Secondary Tertiary Total
1999-00 12.9 8.8 8.3 9.7
2000-01 13.1 7.9 8.0 9.4
2001-02 12.5 7.4 7.9 9.0
2002-03 13.3 7.3 7.8 9.1
2003-04 12.8 7.2 7.7 8.9
2004-05 12.6 6.4 7.5 8.4
2005-06 12.7 6.4 7.4 8.4
2006-07 12.4 6.3 7.2 8.1
Source: Computed based on CSO statistics.

As far as UP economic growth is concerned, it is mostly influenced by the growth of agriculture.
Also the aberrations in the growth trend were caused mostly by the performance of the primary
sector. A detailed examination of the causes for the poor performance of the primary sector
reveals that seasonal vagaries coupled with flood and drought were the major reasons.

Some of the important industries are agro-based. Hence, bad performance of the agricultural
sector has triggered adverse impact on the secondary sector performance also.

Further, the decline in the growth rate in the post-liberalization period i.e. in recent years was
attributed to the volatile performance of the agricultural sector. In addition, the manufacturing
sector has suffered from power shortage, too much dependency on agricultural output and
industrial unrest. These have resulted in dwindling performances. Another contributing factor
was the considerable delay in the implementation of new investment proposals in the early part
of the liberalization period.

However, of late, the present government has taken considerable measures to attract new
investments in most of the key areas of the economy including power and other infrastructure
development. This is evident from the fact that the UP economy had experienced better growth
during the period 1995-1998, particularly in secondary and tertiary sectors. This is likely to
significantly accelerate the pace of the economic growth in UP.

4.3.3 Per Capita Income Growth

The annual growth of per capita income of UP is summarized from 2000-2001to 2006-07 in the
Table 4.6.

Table 4.6 : Summary growth rates of Per Capita Income of U.P.
(2000-01 to 2006-07 at 1999-00 constant prices)

Year Uttar Pradesh
2000-01 0.5
2001-02 0.3
2002-03 1.9
2003-04 3.5
2004-05 2.3
2005-06 4
2006-07 4.9

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Scott Wilson 4 - 6 October 2010
4.3.4 Industrial growth

4.3.4.1 Role of Manufacturing in the Secondary sector growth

The contribution of the manufacturing sector to the secondary sector of the UP economy has
declined from 67.7 % in 1993-94 to 62.07 % in 2000-01. It has thus registered an average
declined growth rate of 1.06 % in the same period, compared to the 0.82 % growth rate achieved
by the secondary sector as a whole. The sharp fall of the manufacturing sector has occurred
between 1998-99 and 2000-01, when the share has declined from 68.22% to 62.07%,
respectively. The industrial sector had maintained its contribution level around 70 % and only in
1997-98, the share declined to 68.2 %. The decline in share was 64.0% in 1998-99, 62.31 % in
1999-00 and 62.07 % in 2000-01. This was attributed to the decrease in the production of
manufacturing sector

The trend in the contribution in manufacturing sector to the secondary sector of U.P. economy is
summarized in Table 4.7 with the following Figure.4.2.

Table 4.7 : Summary of Growth Rates of Manufacturing Sector of UP Economy

Year
Uttar Pradesh
Secondary MFD.
1993-94 to 1994-95 7.29 11.54
1994-95 to 1995-96 1.46 -1.38
1995-96 to 1996-97 3.83 9.79
1996-97 to 1997-98 -1.38 -7.00
1997-98 to 1998-99 -1.40 -7.53
1998-99 to 1999-00 -5.69 -8.15
1999-00 to 2000-01 2.01 1.61



4.3.4.2 Industrial Base and its Growth Trend in U.P.

The National Government's economic policies in the 1990s, which saw various reforms and
liberalization of the largely centrally planned economy, underpinned the high rate of average
Gross Domestic Product growth recorded between 1993 and 1997. The dismantling of controls
and market barriers fuelled the rapid growth in private investment. In the last two to three years
however, India has suffered from a marked recession in demand, in part due to the Asian
Figure 4.2: Sectoral contribution to NSDP, 2004-09
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Scott Wilson 4 - 7 October 2010
economic crisis and partly because of domestic economic and political instability, which resulted
in under utilization of industrial capacity.

Within Uttar Pradesh, the highest rate of industrial growth since the inception of the Five Year
Plans was recorded in the Seventh Five Year Plan (1985/86-1989/90) with performance in the
Eighth Plan being well below target levels. State-wise, Uttar Pradesh nevertheless ranks high in
investor attractiveness superseded only by Maharashtra and Gujarat.

Bearing in mind the State's agricultural base and the need to address poverty alleviation issues
and regional imbalances, the Ninth Five Year Plan has emphasized, amongst others, the
promotion of small scale and village industries, the promotion of agro based and food processing
industries and the continued encouragement of private inward investment.

The Uttar Pradesh Industrial Development Corporation (UPSIDC) has been established for
nearly four decades during which time it has had the responsibility for promoting industrial
development in the State. One hundred and twenty nine industrial areas have been developed in
51 districts with more than five thousand industrial units, covering the large, medium and small-
scale range, having been established. In order to provide the necessary supporting infrastructure
to sustain the industrialization process, the State Government has established an Infrastructure
Initiative Fund with the objective to facilitate the participation of the private sector in major
infrastructure projects. Venture Capital Funds have also been set up to promote and assist
technology projects.

In order to stimulate industrial development and economic growth in the far north- eastern
portion of Uttar Pradesh, relatively the most economically backward region in the State,
Gorakhpur Industrial Development Authority was established in 1989.

The key aspects of the State's industrial development policy are the development of seven
industrial corridors and the setting up of five agro-based companies in Uttar Pradesh.
Masterplans have been prepared for the following six corridors.

- Meerut-Moradabad, Western economic region;
- Agra-Aligarh-Firozobad-Khurja (Bulandshahr)-Kosi (Mathura), Western economic region;
- Lucknow-Kanpur, Central economic region;
- Allahabad-Bhadohi-Varanasi-Mirzapur, Eastern economic region;
- Gorakhpur-Basti-Deoria, Eastern economic region;
- Jhansi-Lalitpur, Bundelkhand economic region.

The projected additional economic value arising from the State's potential capital investments in
these corridors is approximately equal to one % increment in the State Domestic Product growth
rate. The identification of these industrial corridors nevertheless serves to highlight those areas in
Uttar Pradesh where inward industrial investment has been concentrated and where future
economic growth is expected to be incrementally higher than that for the State as a whole.

An Export Promotion Bureau has been established to assist exporters, amongst others with
compensation for additional transportation costs incurred by exporters as a result of Uttar
Pradesh landlocked status. An Export Promotion Park has been established at Varanasi. The
State's major processed export in 1997/98 is shown in value terms in Table 4.8.

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Scott Wilson 4 - 8 October 2010
Table 4.8 : Major Exports from UP in 1997-98
Major Item Major Districts Rs. Billion %age
Woolen carpets Mirazpur, Varanasi 17.3 27
Art Metal Ware Moradabad, Mirazpur, Varanasi, Etah,
Aligarh
16.8 26
Leather & leather products Kanpur, Unnao, Agra 8.0 13
Cotton & textiles Unnao, Agra, Lucknow, Jaunpur, Allahabad,
Mathura, Meerut, Nainital
7.6 12

Agricultural products 6.3 10
Eng. Goods & Building
hardware
Agra, Kanpur, Ghaziabad, Meerut, NOIDA 3.1 5
Gems, jewellary, marble, stone
& wood carvings
Agra, Kanpur, Faizabad, Meerut, Lucknow,
Mathura
3.2 5
Others 1.6 2
Total 63.8 100
Source: Directorate of Industries, GoUP

An Annual Industrial investment growth performance in the state of Uttar Pradesh for the year
from 2004 to year 2006 is shown in Figure 4.3 below.






In the medium to large-scale sub-sector, the sugar, handloom, sericulture, electronics and
minerals industries are the major types of industry.

The difficulties facing the sugar industry relate to the low crushing ratio of the harvested cane. In
1996/97, this ratio stood at less than 30 %, improving to 35 % the following season. The
terminal year relatively constant and generally in line with rates in the sugar industry in other
sugar producing countries, higher crushing rates would enable increased cane production to be
reflected in higher output of raw sugar.

Various expansion projects begun in the Eighth Plan have been completed during the Ninth Plan,
including raising cane crushing capacities at sugar mills at Meerut, Kushinagar, Bijnor and Rae
Bareli. Notwithstanding Ninth Plan proposals to expand and modernize existing mills,
cognizance has been taken of prevailing pricing policies in Uttar Pradesh, which were seriously
undermining future prospects for the sugar industry.
Figure 4.3: Annual Growth in Industrial Performance of U.P.
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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Socio-Economic Profile
Scott Wilson 4 - 9 October 2010

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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Scott Wilson 4 - 10 October 2010
uncultivable land. Figures for 2004-05 are summarised below in Table 4.9.

Table 4.9: Details of Land use in U.P.

Sl. No Details Land Utilization in 2004-05
Hectares 000 %age
1. Forest 1,688 7.71
2 Barren & uncultivable land 530 2.42
3 Non- agricultural use 264 1.21
4 Waste land 454 2.07
5 Permanent pastures & grazing land 64 0.29
6 Area under trees & groves 344 1.57
7 Current fallow land 1,217 5.56
8 Other fallow land 661 3.02
9 Net area sown 16,683 76.16
10 Total land area 21,905 100
Source: Directorate of Agriculture, GoUP

The contribution of primary sector to the State income has declined from 41.70 % in 1993-94 to
36.80 % in 2000-01. However, the value of the primary sector has increased from Rs.295799
million in 1993-94 to Rs.348,172 million in 2000-01 on price of 1993-94, thus registering an
average growth rate of about 2.53 per annum. In the last 7 years (1993-94 to 2000-01), the %
share of agriculture contribution to the primary sector has almost stagnated in the region at
around 95.0 %, indicating a strong reliance between agriculture performance and the primary
sector. This relationship is further evidenced in the behaviour of annual growth rates estimated;
for example, whenever negative growth occurred in the primary sector, it was seen to be
triggered by the negative performance of the agricultural sector as shown in Figure 4.4.

4.3.5.2 Major crops and Productivity of Uttar Pradesh

The main crops of the State are cereals mainly wheat, rice, pulses, sugarcane & mustard. Review
of agricultural statistics regarding details of production, areas under crops and productivity of
principal crops in UP reveals that:

The state is pre-dominated by food crop production, particularly wheat being major
contributor.
The area under cash crops increased faster than the area under food grains, indicating a shift
towards cash crops.

Due to limited scope for increasing the cultivable land, the state is concentrating on improving
the productivity. Hence the thrust areas include comprehensive land management, water
resource management with emphasis on micro-irrigation, organic farming, integrated farming
and pest management, and crop diversification including export oriented crop production.


Food crops dominate the cropping pattern of UP. The yield rates for most of the major crops are
better than the national average. Some of the principal crops of the state are rice, jowar, bajra,
wheat, maize, barley, pulses, oilseeds, potato, sugarcane and fruits. Productivity of major crops
in UP during the year 2004-05 is given in Table 4.10.

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Table 4.10: Productivity of major crops in UP in 2004-05
000 MT
Crops
Productivity
(tonnes / Hect.)
Production %age
Food Crops 1.96 39,997 22.9
Pulses 0.86 2,430 1.4
Oilseeds 0.85 763 0.4
Sugarcane 60.81 121,756 69.7
Potato 22.38 9,740 5.6
Total 174,685 100.0
Source: Director of Agriculture, GoUP.


Figure 4.4: Average Yield of Major Crops in U.P.

The composition of agricultural production in UP during the year 2004-05 shows that the
Sugarcane was the maximum with 69.70 % (121.75 million tonnes), followed by Food grains
22.90 % (39.99 million tonnes), Pulses 1.40 % (2.43 million tonnes, Potato 5.60 % (9.74 million
tonnes) and Oilseeds 0.40 % (0.76 million tonnes).

4.3.6 Mineral Exploration

Uttar Pradesh is endowed with an extensive range of mineral resources. These include coal,
limestone, bauxite, manganese, phosphorite, paprophilite, silica sand, dyaspore steatite &
Sulphur.

In Table 4.11 the major production of principal minerals of UP is summarized.

Table 4.11 : Major Mineral Production by U.P.

Minerals 2000 2001 2002 2003 2004 2005 2006
Qty. Value Qty. Value Qty. Value Qty. Value Qty. Value Qty. Value Qty. Value
Metallic
Dayaspor 6,186 4,906 5,499 4,316 3,506 2,740 4,077 2,528 5,552 3,895 8,522 6,843 9,072 7,313
Non-Metallic
Pyrophilite 4,671 1,393 7,126 1,319 10,336 1,934 15,565 3,416 37,863 4,157 27,369 4,289 23,102 3,732
Silica sand 84,502 5,858 - - 206,405 26,780 124,429 17,722 169,908 49,521 182,859 48980 191,662 42,683
Coal 8,241 - - - 26,347 - 29,456 - 19,061 - 21,467 - 32,201 -
Quantity in metric tonne * Thousand metric tonne Value in Thousand Rupees
Source: Statistical diary of UP 2007

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4.3.7 Energy

In the energy sector, although installed capacity has been rising over time, the rate of capacity
creation in UP has lagged behind other major States in India. Similarly, per capita power
consumption has remained relatively low on the national scale. This phenomenon is probably
linked to interruptions in the supply and resort to alternative energy sources, especially for
cooking.

In terms of installed capacity, the Eighth Plan achieved 56.0 % of its five year target whilst the
demand for electricity in the State exceeded supply by 15.0 % by the last year of the Eighth Plan
(1996/97). In order to try and keep pace with rising demand, the Ninth Plan has focused on the
renovation and modernisation of existing thermal stations, the continued development of
hydropower and the privatization of power generating projects in the State, as well as the
continued construction of new transmission lines and maintenance of the existing primary and
secondary transmission and distribution networks. In respect of rural electrification, some three
quarters of villages in UP had electricity supply at the end of the Eighth Plan, with the Ninth Plan
seeking to achieve 100.0 % coverage.

The Ninth Plan envisages the generation of net additional capacity of some 5,300 MW as well as
the continued construction of new transmission lines and maintenance of the existing primary
and secondary transmission and distribution networks. In spite of these targets however, the end
of the Ninth Plan in 2001/02 projects energy demand projected to be in excess of 11,000 MW as
against a likely availability of some 7,900 MW, signifying a shortfall of approximately 30%.


4.3.8 Tourism Potential

UP has a rich architectural and cultural heritage with a wide variety of tourist attractions ranging
from world famous Taj Mahal at Agra to religeous pilgrimage at Varanasi and foreign Buddist
pilgrimages in the Eastern Region. Besides the built environment, there are seven national parks
and twenty-nine wildlife and bird sanctuaries spread throughout the state. The northwest UP
flanks with the foothills of Himalayan Mountains and the hill region is an important tourism area.

Tourism has been growing at an average of 10 % per annum over the past decade, as measured
by the tourist arrivals in UP Table 4.12. The number of foreign tourists is expected to grow to
three million over the coming decade, which means double the rate of the past decade.

There is immense tourism potential in the state of Uttar Pradesh. The number of tourists visiting
Uttar Pradesh has witnessed phenomenal increase since 1980 upto 2007. Data in respect of
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Scott Wilson 4 - 13 October 2010
tourist coming to UP are given in Table 4.12.

Table 4.12 : Number of Tourist coming to Uttar Pradesh

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

4.4 Transport Network

4.4.1 Background

Whilst the transport sector per se is not one of the major direct contributors to economic output,
the sector is nevertheless indirectly highly significant as a catalyst for economic development and
growth. The demand for transport is itself a derived demand with transport infrastructure and
facilities serving as a conduit for the exchange of goods, services and traded commodities.

Within the transport sector, road transport by virtue of its flexibility is the dominant mode.
Purely in terms of kilometrage, the total length of railway track in Uttar Pradesh represented
approximately one tenth of the total length of surfaced, paved roads administered by the State
Public Works Department (PWD) in 1996.

Comparative data on model share for passenger and freight tonne kilometers have not been
presented in this report because of the unavailability or accurate data on trip movements within
Uttar Pradesh itself and trips with either an origin or destination outside the State or trips
transiting through Uttar Pradesh. Furthermore, privatisation of the road freight transport industry
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Scott Wilson 4 - 14 October 2010
means that much information on the road haulage operations of individual private haulers is
unavailable because of commercial sensitivity.

4.4.2 Road Network Development

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

Table 4.13: PWD Road Length in Uttar Pradesh (Km)

Year Road length in kms Total Length of Roads per
thousand Sq.km.Area
Length of Roads per
Lakh Population Cement
Concrete
Roads
Water
Bound
Roads
1990-91 57,649 14,126 71,775 243.78 53.04
1991-92 60,065 15,329 75,394 256.08 53.65
1992-93 63,206 15,286 78,492 418 111.01
1993-94 66,688 15,012 81,700 276.8 58.58
1994-95 70,154 14,635 84,789 28.8 60.95
1995-96 69,298 14,423 83,721 28.46 610.07
1996-97 78,970 12,038 91,008 312.5 66.14
1997-98 88,475 15,433 103,908 330.22 62.43
1998-99 88,474 15,434 103,908 353.43 61.63
1999-00 94,365 14,527 108,892 369.86 64.59
2000-01 92,963 7,173 100,136 415.63 60.3
2001-02 97,776 6,361 104,137 432.23 62.66
2002-03 104,974 5,410 110,384 582.47 83.38
2003-04 114,610 4,335 118,945 493.68 68.13
2004-05 117,916 3,611 121,527 504.41 67.95
2005-06 122,172 3,190 125,362 520.33 68.93
Source: Statistical Handbook of U.P. 2007

The Achievements of the Eighth Five Year Plan were largely concentrated on expansion of the
rural road network and the provision of village road connections. Rural road construction was
some three times greater than that targeted. However this emphasis on improving rural
accessibility was at the expense of diverting funds away from maintenance of the existing State
highway network.

4.4.3 Road Transport

The different type of Vehicles plying on road in U.P. are given in Table 4.14 and the number of
vehicles registered during 2004-05, 2005-06 and 2006-07 are given in Table 4.15.

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Scott Wilson 4 - 15 October 2010
Table 4.14 : Vehicles Plying on Road in U.P.

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

Table 4.15 : Vehicles Registered in a Year in U.P.

Vehicles 2004-05 2005-06 2006-07
Truck 16,827 17,825 22,895
Buses 1,223 1,570 1,565
Cars 52,311 60,090 71,213
Motor Cycle 665,589 769,183 773,478
Tractor 42,714 52,705 45,173
Others 9,130 14,364 16,189
Total 787,794 915,737 930,513
Source: Transport Commission, U.P.

4.4.4 Non Road Transport

4.4.4.1 Railways

There are 8,911 km of railway in the state of Uttar Pradesh

4.4.4.2 Inland Water

The total navigable length of waterways in UP is estimated to be 2,400 kilometers; however no
commercial traffic is presently operating on any of the State's major rivers. The Faizabad-Ballia
section of the Ghaghra river has the potential for transporting cargo. Whilst a hydrographic
survey has already been carried out, further feasibility studies have been proposed in the Tenth
Five Year Plan. For the purposes of forecasting road traffic growth it has been assumed that
development of inland water transport will have negligible impact on road transport.

4.4.4.3 Air transport

There are 23 airstrips and 3 aerodromes in the State. Scheduled domestic air services are
operated to the three major airports at Lucknow, Agra and Varanasi, principally to cater for
tourism and commercial passenger traffic. As part of 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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Jhansi, Bareilly, Ghaziabad, and Rai Bareilly. Two airports at Greater Noida and Meerut are in
pipeline in the coming year within the vicinity of the project influence area.

4.5 Economic Growth Prospects

The aforementioned discussions have traced the growth path of various macro-economic
indicators and have provided the direction in which the economy of UP is likely to move in the
future. Further, wherever appropriate, the policy of the UP Governments has been presented to
illustrate the perspective of future changes.

Keeping the above conclusions in view, the economic framework of contemplated development
in the yearly plan period 1997-98 to 2000-01 has been reviewed for UP. Based on past
performance, likely policy changes, and anticipated development proposals of the economic
plans, we have assessed growth prospects of UP for the following economic variables that are
considered necessary for traffic forecast.

- State income
- Population growth
- Per capita income

4.5.1 State income growth perspective.

The Ninth Plan targets remain crucially dependent on substantial private sector investment
funding, particularly in the power and industry sectors, as well as in the area of agricultural
credit. The approved public sector outlay represents just one quarter of the total investment
required by the Plan. Whilst UP's required share of the total gross investment for India as a
whole may only be eight %, its ability to attract private sector investment will depend on its
competitiveness vis--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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For the short to medium term, Table 4.16 sets out the different assumptions that have been made
for three alternative growth scenarios.

Table 4.16 : Economic Growth Scenarios in Uttar Pradesh in 2001-2010

Growth Scenario Assumption
High Optimum
Growth
Stable political and economic macro environment;
Successful implementation of World Bank fiscal and governance reform
programme;
Successful implementation of privatisation initiatives in infrastructure
and other policy and in health and education
Medium Positive
Growth
Fluctuations in the national economy;
Upward growth outlook in the national economy;
Positive measures being taken to promote inward investment in UP;
Continued dependence on agriculture as important contributor to SDP
and associated vulnerability to external forces
Low Trendy
Growth
Limited private sector investment;
Greater macroeconomic instability compared with other major States in
India.

The annual State Domestic Product growth estimates for UP, by principal economic sector, and
by economic region are given in Table 4.17 and Table 4.18.

Table 4.17: Annual NSDP Economic Growth Estimated by Major Sector 2001-2010

Economic Sector
Growth Scenario
Low Medium High
Primary
Secondary
Tertiary
2.9%
3.9%
5.2%
4.0%
7.8%
6.0%
5.1%
12.0%
6.8%
Growth expected per year in all
sectors
4.0% 5.5% 7.0%

Table 4.18 : Annual Growth Estimated by Economic Sector and
Region 2001-2010 (Medium Growth Scenario)

Economic Sector Uttar Pradesh
Primary
Secondary
Tertiary
4.0%
7.8%
6.0%
All Sectors 5.5%

Whilst primary and tertiary sector activities are largely evenly distributed throughout UP, the
greater variation in growth rate estimated for the secondary sector reflects the expected impact of
the industrial development corridor and growth areas initiatives that have been identified in the
State's industrial policy. Because of the inherent unpredictability in medium to longer term
forecasting, forecasts of future growth in the economy are usually limited to the very short term,
covering the next twelve to eighteen month period. Acknowledging these limitations in the
forecasting process, estimates of longer-term future growth rates have been made with reference
to historical trends in State Domestic Product (SDP). The data presented earlier in Table 2.5
shows that for the eighteen years period between 1980 and 1998, the UP economy grew on
average at 4 % per annum. This overall growth masked higher economic output in the 1980s, at
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Scott Wilson 4 - 18 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 Uttar Pradesh
1981-1991 2.41%
1991-2001 2.36%
2001-2006 2.17%
2006-2011 2.27%
2011-2016 2.27%









Chapter 5
Traffic Surveys, Analysis
and Forecast

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5.0 TRAFFIC SURVEYS, ANALYSIS AND FORECAST
5.1 Introduction
This chapter presents traffic studies and analysis carried out for addressing various objectives and
issues pertaining to widening of existing project road (NH-235) to 4-lane road with paved
shoulder. The project road extends from Km 0+000 (Meerut) to Km 66+482 (Bulandshahr) and
passes through various settlements like Kharkhauda, Hapur, Gulaothi etc. Results of the analysis
will form inputs for designing the pavement, developing capacity augmentation proposals,
carrying out economic and financial analysis, design of intersections on the widened project road.
The traffic study aims at estimating the base year Average Daily Traffic and Travel
Characteristics on the project corridor and forecasting the Annual Average Daily Traffic (AADT)
for project horizon year. Various aspects of traffic study are presented in subsequent sections of
this chapter.
5.2 Identification of Homogeneous Road Sections
The project road has been divided into homogeneous road sections on the basis of traffic
generation and dispersal nodes located along the project road. The important dispersal locations
identified along the project road include:
Meerut City, start of project road
Kharkhauda
Hapur
Gulaothi
Bulandshahr, end of Project Road

Considering the above mentioned traffic distribution points, the project road have been classified
into two homogeneous road sections for the purpose of analysis and presentation of traffic and
travel characteristics. Table 5.1 gives the details of the homogeneous sections defined for the
study.
Table 5.1: Homogeneous Traffic Sections

Sec.
No
Existing Chainage (Km)
Start
(Km)
End
(Km)
Length
(Km)
From To
I Meerut (Km 0+000) Hapur (Km 31+600) 0+000 31+600 31+600
II Hapur (Km 31+600) Bulandshahr (Km 66+482) 31+600 66+482 34+800

5.3 Primary Surveys Schedule
To capture traffic flow characteristics, travel pattern, speed and other characteristics related to
miscellaneous requirements on the Project Road, the following primary traffic surveys were
conducted.
Classified Traffic Volume Count (TVC)
Origin-Destination Survey (OD)
Turning Movement Survey (TMC)
Axle Load Survey (AX)
Speed and Delay Survey

Traffic survey stations for carrying out Classified Traffic Volume Count and Origin &
Destination has been identified after a site reconnaissance study considering the following
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parameters:
- The station should represent homogeneous traffic section
- The station should be outside urban and local influence
- The station should be located in a reasonably level terrain with good visibility
- The O-D stations should preferably be located near police stations for the convenience
and safety of stopping vehicles for roadside interview survey

The detail traffic survey schedule is presented in Table 5.2 and the survey locations shown in
Figure 5.1.
Table 5.2: Schedule of Traffic Surveys on the Project road (Meerut - Bulandshahr)

Sl.
No.
Type of Survey Survey Location
Chainage
(Km)
Date
1
Classified
Traffic Volume
Count
TVC 1 Kharkhauda 18+000 11-06-2010 to 18-06-2010
TVC 2 Padau 39+000 12-06-2010 to 19-07-2010
2
Origin-
Destination
OD 1 Kharkhauda 18+000 14-06-2010 to 15-06-2010
OD 2 Padau 39+000 21-07-2010 to 22-07-2010
3
Turning
Movement
Count
TMC 1
Sikandrabad T-
Junction
47+900 18-06-2010 to 19-06-2010
TMC 2
Bulandshahr
Junction
66+482 18-06-2010 to 19-06-2010
4 Axle Load
Ax 1 Kharkhauda 18+000 14-06-2010 to 15-06-2010
Ax 2 Padau 39+000 21-07-2010 to 22-07-2010
5 Speed & Delay S&D
Along the project
Road
- 08-06-2010 to 09-06-2010

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Figure 5.1: Traffic Survey Location Map
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5.4 Survey Methodology

5.4.1 Classified Traffic Volume Counts
The Classified Traffic Volume Count survey was
conducted at locations representing mid block count
station for different sections of the project road. The
Classified Traffic Volume Count was conducted
continuously for 7 consecutive days for 24 hours on
each day at each locations as recommended in IRC:
SP: 19-2001 Manual for Survey, Investigation and
Preparation of Road Projects. The vehicles were
broadly classified into fast moving / motorized and
slow moving / non-motorized vehicles, which were
further classified into specific categories of vehicles.
The groupings of vehicles were further split to capture
the tollable vehicle categories specifically and toll exempted vehicles were counted separately.
The detailed vehicle classification system is presented in Table 5.3. Traffic surveys were carried
out for both directions using manual counting method. A day was divided into two shifts of 12
hours each and different groups of enumerators with a supervisor were assigned for each shift.
The count data was recorded at 15-minute intervals for each vehicle group for each direction of
travel separately. Trained enumerators were deployed for counting and recording by making tally
marks in the five-dash system. Hourly totals were made at the end of the shift. Field proforma for
recording the data is presented in Appendix 5.1.
Table 5.3: Vehicle Classification System
Motorized / Fast Vehicles Non-Motorized / Slow Vehicles
2-Wheeler Bicycle
3-Wheeler Cycle Rickshaw
Passenger Car Animal Drawn
Utility Vehicle (Jeep, Van etc.) Hand Cart
Bus Mini Bus
Standard Bus
LCV LCV-Passenger
LCV-Freight
Truck 2-Axle Truck
3-Axle Truck
MAV Semi Articulated
Articulated
Other Vehicles Agriculture Tractor, Tractor & Trailer

5.4.2 Origin-Destination Survey
The origin-destination survey was carried out with the primary objective of studying the travel
pattern of goods and passenger traffic along the study corridor. The results have also been useful
for identifying the Influence area of the project road and estimating the growth rates of traffic on
the project road.

The O-D survey was carried out for one day at two locations along with the classified traffic
volume counts. Roadside interview method as described in IRC: 102-1988 was adopted for the
survey. The survey was carried out for both passenger and goods vehicles in both directions. The
vehicles were stopped on random sample basis with the help of police, and the drivers were
interviewed by trained enumerators to obtain the required data. During the surveys the
information pertaining to origin, destination, trip-length, commodity types, loading pattern, trip
purpose and occupancy as applicable for various vehicle types were recorded. The survey was
Location: Km 18+000 (Kharkhauda)
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carried out for both passenger and goods vehicles in both directions. Trained enumerators under
the supervision of Traffic Engineers collected the trip characteristics using the survey forms
designed for this purpose. The Proforma used for recording the information is shown in
Appendix 5.1.

5.4.3 Turning Movement Survey
The turning movement survey was conducted at 2 major intersections falling on the project
corridor to obtain information on turning movement of traffic at all major intersections along the
project road. The survey was conducted for 24 hours with the help of trained enumerators. Each
turning movement at the intersection was recorded by deploying enumerators in sufficient
numbers at suitable locations. The data on peak hourly directional movement would be used to
analyze and design the intersection. Survey format used has been given in Appendix 5.1.
5.4.4 Axle Load Survey
Axle Load Survey was carried out at 2 locations simultaneously with O-D survey along the
project road. The main purpose for carrying out the survey was to assess the overloading pattern
on the corridor and to estimate Vehicle Damage Factor.
During the survey, Axle load of commercial vehicles, i.e. LCVs, 2-Axle, 3-Axle, Multi Axle
trucks and Buses, were weighed on random sample basis. The vehicles were stopped with the
help of police and the drivers were directed to stop their vehicles in such a way that wheel of
each axle can be weighed using portable Axle load weighing pad. The readings were recorded by
trained enumerators for each axle separately and the surveys were carried out for 48 Hours. The
Format for carrying out the survey is presented in Appendix 5.1.
5.4.5 Speed and Delay Survey
The speed and delay survey was conducted using the moving observer method. It has been
carried out on the entire project road section between Km 0+000 to Km 66+482. The study
corridor was divided into 2 sections with 4 sub-sections based on the traffic characteristics of the
corridor. The test vehicle was run at the perceptible average speed of the traffic stream along the
project road so that the number of vehicles overtaken by the test vehicle equaled the number of
vehicles overtaking the test vehicle. The observers inside the test vehicles recorded the overtaken
vehicles, overtaking vehicles, opposite directional vehicles, travel time and stopping delay
timings along with the causes of delays. The test vehicle was made to travel on both directions of
travel covering different peak and off peak traffic flow conditions on the project road. The survey
proforma used for the study is given in Appendix 5.1.
5.5 Data Analysis
5.5.1 Analysis of Traffic Volume Count
Data collected from the site were punched into the computer and analysed using spread sheet in
MS Excel. The various vehicle types having different sizes and characteristics were converted
into a single unit called Passenger Car Unit (PCU). Passenger Car Unit for various vehicles are
adopted based on recommendations of Indian Road Congress prescribed in IRC-64-1990,
Gudelines for Capacity of Roads in Rural areas. The adopted passenger car unit values (PCU)
are presented in Table 5.4.

Table 5.4: PCU Factors Adopted for the study
Fast Vehicles PCU Slow Vehicles PCU
Car 1.0 Hand/ Animal Cart 6.0
Mini Bus 1.5 Cycle 0.5
Standard Bus 3.0 Cycle Rickshaw 2.0
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Fast Vehicles PCU Slow Vehicles PCU
LCV 1.5
2 Axle Truck 3.0
3 Axle Truck 3.0
MAV 4.5
Two Wheeler 0.5
Auto Rickshaw 1.0
Van 1.0
Agricultural Tractor & Trailer 4.5
Source - IRC: 64 1990

5.5.2 Average Daily Traffic (ADT)
Traffic volume count data collected for 7 days at each location were averaged to determine the
Average Daily Traffic (ADT). Traffic volume count summary sheets for various locations are
presented in Appendix 5.2. The location wise ADT by vehicle type is presented in the Table 5.5.
Table 5.5: Average Daily Traffic

Vehicle Type Location
NH 235 (KM 18+000) NH 235 (KM 39+000)
Kharkhauda Padau
Passenger Cars 4992 4619
Utility Vehicle (Jeep, Van) 242 90
Two Wheeler 6210 4520
Three Wheelers 418 159
Other Passenger Vehicles 0 0
Minibus 64 49
Standard Buses 723 688
Tempo/ LCV 1106 1405
2-Axle Truck 1170 1784
3-Axle Truck 1592 1735
Multi Axle Vehicles 171 189
Tractors 241 226
HEM / EMV 19 13
Bycycles 820 417
Cycle Rickshaw 174 88
Hand/ Animal Cart 149 140
Total Exempted Ambulance/ Police/
Military/ VIP
4 5
Police/ Military Buses 0 0
Police/ Military Trucks 2 2
Total Vehicles Motorised Traffic 16954 15485
Non Motorised Traffic 1143 646
Total 18097 16130
Total PCUs Motorised Traffic 22919 23868
Non Motorised Traffic 1654 1227
Total 24573 25095
Tollable Traffic Vehicles 10079 10571
PCUs 18299 20418
Non Tollable Traffic Vehicles 8019 5559
PCUs 6273 4677

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The highest average daily traffic in terms of vehicles (18,097 vehicles) is observed at Km
18+000 (Kharkhauda) and PCUs (25,095 PCUs) is observed at Km 39+000 (Padau). It has been
observed from the above table that, mode wise daily traffic flow at Km 39+000 (Padau) consists
of higher freight traffic compared to the other location. The higher PCU observed at Km 39+000
is because of more freight traffic movement along the section.
5.5.3 Annual Average Daily Traffic (AADT)
Seasonal correction factors by vehicle types are required to account for variations in the pattern
of traffic volume on the project road sections over different seasons of the year. These factors are
derived based on the month wise fuel sale data collected from different fuel stations situated
along the project road section. The month wise petrol and diesel sale data from different filling
stations along the project road has been collected for the period April 2009 to 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
Passenger Cars 4857 4494
Utility Vehicle (Jeep, Van) 236 87
Two Wheeler 6042 4398
Three Wheelers 400 152
Other Passenger Vehicles 0 0
Minibus 61 47
Standard Buses 691 658
Tempo/ LCV 1058 1344
2-Axle Truck 1119 1706
3-Axle Truck 1522 1659
Multi Axle Vehicles 164 180
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Vehicle Type Location
NH 235 (KM 18+000) NH 235 (KM 39+000)
Kharkhauda Padau
Tractors 231 217
HEM / EMV 18 13
Bycycles 820 417
Cycle Rickshaw 174 88
Hand/ Animal Cart 149 140
Total Exempted Ambulance/ Police/
Military/ VIP
4 5
Police/ Military Buses 0 0
Police/ Military Trucks 2 2
Total Vehicles Motorised Traffic 16405 14963
Non Motorised Traffic 1143 646
Total 17549 15609
Total PCUs Motorised Traffic 22060 22945
Non Motorised Traffic 1654 1227
Total 23713 24172
Tollable Traffic Vehicles 9726 10189
PCUs 17589 19607
Non Tollable Traffic Vehicles 7822 5420
PCUs 6124 4565


The summary of Classified Traffic Volume Count for all locations is presented in Table 5.8 and
Table 5.9 below.

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Table 5.8: Summary of Classified Traffic Volume Count at Km 18+000
Name of the Road: Meerut to Bulandshahr Section of NH 235 (Km 18+000) Location: NH 235 (Km 18+000)
Direction: NH 235 (Km 18+000) Date: 11 Jun 10 to 18 Jun 10
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29
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00:00-01:00 71 4 11 1 0 1 16 41 82 114 15 2 0 1 0 0 0 0 0 360 862 1.99 3.51 166 392 194 470 00:00-01:00
01:00-02:00 47 3 9 1 0 1 18 27 73 118 18 1 0 0 0 0 0 0 0 316 811 1.75 3.30 142 369 174 441 01:00-02:00
02:00-03:00 33 3 7 0 0 2 18 31 56 105 11 2 0 0 0 0 1 0 0 270 687 1.49 2.80 138 340 132 347 02:00-03:00
03:00-04:00 35 3 4 2 0 0 15 20 52 76 8 1 0 1 0 1 0 0 0 219 550 1.21 2.24 116 295 103 255 03:00-04:00
04:00-05:00 56 5 23 7 0 3 19 32 49 90 7 8 0 4 2 4 0 0 0 309 703 1.71 2.86 168 394 141 309 04:00-05:00
05:00-06:00 101 7 107 12 0 2 22 32 45 69 9 7 1 35 4 7 0 0 0 459 773 2.54 3.15 228 406 231 367 05:00-06:00
06:00-07:00 124 7 159 23 0 2 25 26 32 63 7 7 0 37 11 12 0 0 0 537 814 2.97 3.31 293 461 245 354 06:00-07:00
07:00-08:00 152 10 283 27 0 2 32 34 36 38 4 13 1 65 14 15 0 0 1 727 936 4.02 3.81 363 497 364 439 07:00-08:00
08:00-09:00 235 10 341 33 0 3 32 40 41 51 2 15 1 58 12 13 0 0 0 888 1099 4.91 4.47 441 575 447 524 08:00-09:00
09:00-10:00 289 15 452 39 0 4 41 50 42 46 3 16 1 72 20 12 0 0 0 1101 1274 6.09 5.19 567 656 535 619 09:00-10:00
10:00-11:00 360 17 551 33 0 3 45 49 34 35 4 22 3 76 22 9 0 0 0 1262 1369 6.97 5.57 562 620 700 749 10:00-11:00
11:00-12:00 345 9 487 28 0 3 47 61 45 40 4 14 1 56 12 8 0 0 0 1160 1301 6.41 5.29 560 628 601 672 11:00-12:00
12:00-13:00 284 16 413 19 0 4 37 50 37 46 4 15 3 52 10 6 0 0 0 996 1146 5.51 4.66 499 549 497 597 12:00-13:00
13:00-14:00 291 12 385 29 0 6 41 56 36 55 4 12 1 36 7 6 0 0 0 977 1155 5.40 4.70 505 579 471 576 13:00-14:00
14:00-15:00 274 10 335 23 0 5 42 63 35 54 4 11 1 35 6 3 0 0 0 900 1092 4.98 4.45 494 582 407 510 14:00-15:00
15:00-16:00 286 12 371 23 0 5 39 70 38 46 2 15 1 34 6 3 0 0 0 951 1119 5.25 4.55 484 549 467 570 15:00-16:00
16:00-17:00 317 5 393 21 0 4 38 56 45 47 6 12 1 29 12 4 0 0 0 990 1169 5.47 4.76 517 608 473 561 16:00-17:00
17:00-18:00 345 13 455 23 0 3 44 66 41 42 5 13 0 64 11 9 0 0 0 1137 1290 6.28 5.25 588 656 548 634 17:00-18:00
18:00-19:00 350 18 470 28 0 4 36 60 31 36 1 17 1 66 11 13 0 0 0 1141 1254 6.31 5.10 599 648 543 606 18:00-19:00
19:00-20:00 343 17 481 19 0 3 30 66 46 51 3 14 1 58 8 11 0 0 0 1151 1299 6.36 5.29 592 680 559 619 19:00-20:00
20:00-21:00 240 18 251 14 0 1 27 52 43 49 3 10 1 30 3 6 0 0 0 748 953 4.13 3.88 412 548 336 405 20:00-21:00
21:00-22:00 192 10 143 7 0 1 21 51 62 95 11 5 1 6 3 4 0 0 0 614 1009 3.39 4.10 306 492 307 517 21:00-22:00
22:00-23:00 127 10 53 3 0 1 19 40 74 101 14 4 0 4 1 1 0 0 0 452 903 2.50 3.67 205 393 248 510 22:00-23:00
23:00-24:00 96 8 25 1 0 1 17 32 94 126 23 5 0 0 0 0 1 0 0 430 1006 2.38 4.09 204 448 225 558 23:00-24:00
Grand Total 4992 242 6210 418 0 64 723 1106 1170 1592 171 241 19 820 174 149 4 0 2 18097 24573 100 100 9148 12363 8949 12210 Grand Total
% Share 27.58 1.34 34.32 2.31 0.00 0.35 3.99 6.11 6.47 8.80 0.95 1.33 0.11 4.53 0.96 0.83 0.02 0.00 0.01 100 Directional Split: 50.5 50.3 49.5 49.7 % Share
10:00-11:00 360 17 551 33 0 3 45 49 34 35 4 22 3 76 22 9 0 0 0 1262 1369 7.0 5.6 562 620 700 749 10:00-11:00
19:00-20:00 343 17 481 19 0 3 30 66 46 51 3 14 1 58 8 11 0 0 0 1151 1299 6.4 5.3 592 680 559 619 19:00-20:00
SALIENT FEATURES
Average Daily Traffic
Passenger Motor: 12,654 Vehs 69.9%
Goods Motorized: 4,300 Vehs 23.8%
Non Motorized: 1,143 Vehs 6.3%
Total ADT 18,097 Vehs 24,573 PCU
Total AADT 17,549 Vehs 23,713 PCU
Significant Peak Hour: 10:00-11:00
Peak Hour Traffic: 1,369 PCU 5.6%
Tollable Vehicles
Car/Jeeps 5,234
LCV/Mini Buses 1,170
Truck/Buses 3,484
Multi-Axle Trucks 171
Heavy Const Mach 19
PEAK CHARACTERISTICS
Time Period
(Hours)
Motorized Vehicles Non Motorized
Vehicle
Toll Exempted
Total Number
(Both Direction)
Hourly (%age)
(Both Direction)
Meerut To
Bulandshahar (UP)
Bulandshahar To
Meerut (DN)
Time Period
(Hours)
Passenger Vehicle Goods Vehicle
25689
25982
23795
26150
25448
23673
21275
0
5000
10000
15000
20000
25000
30000
A
D
T

(
i
n

P
C
U
)
Days of the Week
Weekly Traffic Variation
Sc/Mc
34.3%
Auto
Rickshaw
2.3%
Car/Jeep
28.9%
Buses
4.3%
LCV/Tem
po
6.1%
Trucks
17.6%
Tractors
0.1%
NMTs
6.3%
TrafficComposition(InVehicle)
0
100
200
300
400
500
600
0
0
:0
0
-0
1
:0
0
0
1
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0
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2
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2
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3
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3
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4
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0
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4
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5
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0
0
5
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0
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6
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0
0
6
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0
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7
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0
0
7
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8
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0
0
8
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0
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9
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0
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0
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0
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2
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0
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3
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4
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5
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6
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6
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7
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8
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1
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Time Period
Hourly Variation
Sc/Mc Auto Rickshaw Car/Jeep Buses
LCV/Tempo Trucks Tractors NMTs

Consultancy Services for Preparation of Detailed Project Report
for Rehabilitation and Upgradation of NH stretches under NHDP-IVB Final Feasibility Report
in the state of Uttar Pradesh: Meerut Bulandshahr Section (NH-235) Traffic Surveys, Analysis and Forecast

Scott Wilson 5 - 10 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) Location: NH 235 (Km 39/000)
Direction: NH 235 (Km 39/000) Date: 12 Jun 10 to 19 Jun 10
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29
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00:00-01:00 99 2 21 0 0 3 19 62 117 141 14 0 0 0 0 2 0 0 0 481 1116 2.98 4.45 249 583 232 533 00:00-01:00
01:00-02:00 88 1 16 1 0 1 22 69 107 114 15 1 1 0 0 0 0 0 0 436 1010 2.70 4.02 247 578 190 432 01:00-02:00
02:00-03:00 76 2 17 1 0 2 26 55 107 121 14 2 2 0 0 1 0 0 0 428 1022 2.65 4.07 208 495 219 528 02:00-03:00
03:00-04:00 65 1 34 2 0 3 26 47 87 89 11 4 0 6 0 2 0 0 0 377 848 2.34 3.38 207 455 170 392 03:00-04:00
04:00-05:00 86 0 56 5 0 2 20 48 86 100 10 6 0 12 2 6 0 0 0 440 931 2.73 3.71 237 497 203 434 04:00-05:00
05:00-06:00 134 1 156 7 0 1 20 48 77 80 15 14 0 18 8 7 0 0 0 587 1024 3.64 4.08 229 442 358 582 05:00-06:00
06:00-07:00 149 2 175 6 0 1 21 37 64 63 7 9 2 35 5 8 0 0 0 584 900 3.62 3.59 236 383 348 517 06:00-07:00
07:00-08:00 175 2 231 14 0 3 24 48 66 54 5 13 0 45 5 12 0 0 0 696 1000 4.31 3.98 326 489 370 510 07:00-08:00
08:00-09:00 206 2 272 10 0 2 25 60 55 42 1 12 0 30 6 11 0 0 0 735 968 4.55 3.86 338 448 396 520 08:00-09:00
09:00-10:00 240 11 300 11 0 2 36 50 49 40 3 12 0 24 6 11 0 0 0 795 1024 4.93 4.08 391 497 404 527 09:00-10:00
10:00-11:00 252 3 297 11 0 1 32 57 53 38 5 15 0 19 9 9 1 0 0 802 1045 4.97 4.16 383 477 419 567 10:00-11:00
11:00-12:00 285 5 322 13 0 2 35 52 48 39 6 18 1 22 8 8 0 0 0 863 1097 5.35 4.37 438 559 425 538 11:00-12:00
12:00-13:00 270 5 321 10 0 3 38 72 60 44 3 15 1 17 5 10 0 0 1 874 1149 5.42 4.58 487 640 388 509 12:00-13:00
13:00-14:00 245 7 239 9 0 1 35 66 52 47 4 15 1 13 5 8 0 0 0 747 1037 4.63 4.13 392 545 356 492 13:00-14:00
14:00-15:00 220 4 219 8 0 1 34 65 58 44 4 13 0 14 4 7 0 0 0 694 979 4.30 3.90 370 525 324 455 14:00-15:00
15:00-16:00 214 5 216 7 0 2 33 59 48 38 4 13 0 14 3 6 0 0 0 660 903 4.09 3.60 358 485 303 418 15:00-16:00
16:00-17:00 269 4 283 10 0 3 35 65 65 52 6 14 1 18 5 7 0 0 0 837 1137 5.19 4.53 400 528 436 609 16:00-17:00
17:00-18:00 285 5 319 10 0 2 36 68 65 45 6 13 2 27 3 8 0 0 0 895 1168 5.55 4.65 428 561 467 607 17:00-18:00
18:00-19:00 292 6 313 8 0 5 35 57 62 39 2 14 0 42 9 8 0 0 0 893 1127 5.53 4.49 431 538 462 589 18:00-19:00
19:00-20:00 287 5 279 6 0 2 33 53 51 58 4 13 1 29 4 5 0 0 0 829 1075 5.14 4.28 433 576 395 498 19:00-20:00
20:00-21:00 220 9 180 8 0 1 27 51 74 86 8 5 0 20 1 1 1 0 0 693 1046 4.30 4.17 336 489 357 557 20:00-21:00
21:00-22:00 175 4 121 3 0 5 29 67 106 98 11 3 1 10 0 0 0 0 0 633 1121 3.93 4.47 296 490 338 631 21:00-22:00
22:00-23:00 149 3 76 1 0 2 28 78 110 123 16 4 0 2 0 1 0 0 0 594 1192 3.68 4.75 282 558 312 634 22:00-23:00
23:00-24:00 136 3 54 1 0 1 20 71 117 138 15 1 0 1 0 0 0 0 0 560 1178 3.47 4.70 288 599 272 579 23:00-24:00
Grand Total 4619 90 4520 159 0 49 688 1405 1784 1735 189 226 13 417 88 140 5 0 2 16130 25095 100 100 7989 12437 8142 12658 Grand Total
% Share 28.63 0.56 28.02 0.99 0.00 0.31 4.27 8.71 11.06 10.75 1.17 1.40 0.08 2.59 0.55 0.87 0.03 0.00 0.01 100 Directional Split: 49.5 49.6 50.5 50.4 % Share
00:00-01:00 99 2 21 0 0 3 19 62 117 141 14 0 0 0 0 2 0 0 0 481 1116 3.0 4.4 249 583 232 533 00:00-01:00
22:00-23:00 149 3 76 1 0 2 28 78 110 123 16 4 0 2 0 1 0 0 0 594 1192 3.7 4.7 282 558 312 634 22:00-23:00
SALIENT FEATURES
Average Daily Traffic
Passenger Motor: 10,133 Vehs 62.8%
Goods Motorized: 5,352 Vehs 33.2%
Non Motorized: 646 Vehs 4.%
Total ADT 16,130 Vehs 25,095 PCU
Total AADT 15,609 Vehs 24,172 PCU
Significant Peak Hour: 22:00-23:00
Peak Hour Traffic: 1,192 PCU 4.7%
Tollable Vehicles
Car/Jeeps 4,708
LCV/Mini Buses 1,455
Truck/Buses 4,206
Multi-Axle Trucks 189
Heavy Const Mach 13
PEAK CHARACTERISTICS
Time Period
(Hours)
Motorized Vehicles Non Motorized
Vehicle
Toll Exempted
Total Number
(Both Direction)
Hourly (%age)
(Both Direction)
Meerut To
Bulandshahar (UP)
Bulandshahar To
Meerut (DN)
Time Period
(Hours)
Passenger Vehicle Goods Vehicle
22180
26218
22235
26281
25432
22514
30809
0
5000
10000
15000
20000
25000
30000
35000
A
D
T

(
i
n

P
C
U
)
Days of the Week
Weekly Traffic Variation
Sc/Mc
28.0%
Auto
Rickshaw
1.0%
Car/Jeep
29.2%
Buses
4.6%
LCV/Tem
po
8.7%
Trucks
24.4%
Tractors
0.1%
NMTs
4.0%
TrafficComposition(InVehicle)
0
50
100
150
200
250
300
350
0
0
:0
0
-0
1
:0
0
0
1
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0
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8
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0
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:0
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0
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:0
0
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1
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0
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1
:0
0
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2
:0
0
1
2
:0
0
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3
:0
0
1
3
:0
0
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4
:0
0
1
4
:0
0
-1
5
:0
0
1
5
:0
0
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6
:0
0
1
6
:0
0
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7
:0
0
1
7
:0
0
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8
:0
0
1
8
:0
0
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9
:0
0
1
9
:0
0
-2
0
:0
0
2
0
:0
0
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1
:0
0
2
1
:0
0
-2
2
:0
0
2
2
:0
0
-2
3
:0
0
2
3
:0
0
-2
4
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0
V
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N
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Time Period
Hourly Variation
Sc/Mc Auto Rickshaw Car/Jeep Buses
LCV/Tempo Trucks Tractors NMTs

Consultancy Services for Preparation of Detailed Project Report
for Rehabilitation and Upgradation of NH stretches under NHDP-IVB Final Feasibility Report
in the state of Uttar Pradesh: Meerut Bulandshahr Section (NH-235) Traffic Surveys, Analysis and Forecast
Scott Wilson 5 - 11 January 2011

5.5.4 Daily Traffic Variation
The Consultant has studied the daily variation of traffic over the survey duration for each
location. Daily variation of traffic during different days of week at Km 18+000 (Kharkhauda)
and Km 39+000 (Padau) in terms of Vehicles and PCUs has been illustrated in Figure 5.2.
0
5000
10000
15000
20000
25000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
DAILY TRAFFIC VOLUME SUMMARY NH 235 (KM 18+000) (in Vehicles)
NMT
Tractors
3 Axle, MAV, HEM &
Police/ Military Trucks
2 Axle Trucks
LCV
Buses
Three Wheelers
Two Wheeler
Ambulance/ Police/
Military/ VIP
Cars
0
5000
10000
15000
20000
25000
30000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
DAILYTRAFFICVOLUMESUMMARY NH235 (KM18+000) (inPCUs)

0
5000
10000
15000
20000
25000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
DAILY TRAFFIC VOLUME SUMMARY NH 235 (KM 39/000) (in Vehicles)
NMT
Tractors
3 Axle, MAV, HEM &
Police/ Military Trucks
2 Axle Trucks
LCV
Buses
Three Wheelers
Two Wheeler
Ambulance/ Police/
Military/ VIP
Cars
0
5000
10000
15000
20000
25000
30000
35000
Monday Tuesday Wednesday Thursday Friday Saturday Sunday
DAILYTRAFFICVOLUMESUMMARY NH235 (KM39/000)(inPCUs)

Figure 5.2: Daily Traffic Variation

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

5.5.5 Hourly Variation and Peak Hour Share of Traffic
Analysis has been carried out to study the hourly variation and peak hour traffic characteristics.
Hourly variations of traffic for various modes at each survey location have been illustrated
pictorially in Figure 5.3.
Consultancy Services for Preparation of Detailed Project Report
for Rehabilitation and Upgradation of NH stretches under NHDP-IVB Final Feasibility Report
in the state of Uttar Pradesh: Meerut Bulandshahr Section (NH-235) Traffic Surveys, Analysis and Forecast
Scott Wilson 5 - 12 January 2011
0
200
400
600
800
1000
1200
1400
HOURLYTRAFFICVARIATIONATNH235(KM18+000)(inVehicles)
NMT Tractors
3Axle,MAV,HEM&Police/MilitaryTrucks 2AxleTrucks
LCV Buses
ThreeWheelers TwoWheeler
Ambulance/Police/Military/VIP Cars
0
200
400
600
800
1000
1200
1400
1600
HOURLYTRAFFICVARIATIONATNH235(KM18+000)(inPCUs)

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

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
Consultancy Services for Preparation of Detailed Project Report
for Rehabilitation and Upgradation of NH stretches under NHDP-IVB Final Feasibility Report
in the state of Uttar Pradesh: Meerut Bulandshahr Section (NH-235) Traffic Surveys, Analysis and Forecast
Scott Wilson 5 - 13 January 2011

Table 5.10: Peak Hour Traffic

Survey Location Morning Peak
duration
Peak Hour Flow Evening Peak
duration
Peak Hour Flow
PCUs Peak hour
share (%)
PCUs Peak hour
share (%)
Km 18+000
(Kharkhauda)
10:00-11:00 1369 5.6 19:00-20:00 1299 5.3
Km 39+000
(Padau)
00:00-01:00 1116 4.4 22:00-23:00 1192 4.7

It is observed that along the project road, morning peak hour has been observed at 10:00 to 11:00
hours and evening peak hours at 19:00 to 20:00 hours at Km 18+000 (Kharkhauda). The peak
hour at Km 39+000 (Padau) occurs around midnight because of higher freight traffic movement.
The morning peak hour traffic share varies from 4.4 to 5.6 percent and 4.7 to 5.3 percent during
the evening peak hours.
5.5.6 Directional Distribution
The directional traffic data was analyzed to establish the directional distribution of traffic. The
observed variation of directional traffic in terms of percentage at each survey location has been
presented in the Table 5.11. The directional distribution is almost equal in both directions at all
the three locations.
Table 5.11: Directional Distribution Share

S
No.
Location
Directional Distribution (%) in PCU
Meerut to
Bulandshahr
Bulandshahr to
Meerut
1
NH 235 (Km 18+000)
Kharkhauda
50% 50%
2 NH 235 (Km 39+000) Padau 50% 50%

The directional traffic distribution is similar at both the locations with equal share of traffic in
both the directions.
5.5.7 Traffic Composition
The traffic composition on the project road has been analyzed to derive the vehicle mode which
travels on the project road and the travel pattern. The composition of traffic as observed at
various survey locations is presented in Figure 5.4.
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Cars
29%
Ambulance/
Police/ Military/
VIP
0%
Two Wheeler
34%
Three
Wheelers
2%
Buses
5%
LCV
6%
2 Axle Trucks
7%
3 Axle, MAV,
HEM & Police/
Military Trucks
10%
Tractors
1%
Non Motorised
Traffic
6%
TRAFFIC COMPOSITION AT NH 235 (KM 18+000) Average Vehicles
Cars
21%
Ambulance/
Police/
Military/VIP
0%
TwoWheeler
13%
Three
Wheelers
2%
Buses
9%
LCV
7%
2AxleTrucks
14%
3Axle,MAV,
HEM&
Police/
Military
Trucks
23%
Tractors
4%
Non
Motorised
Traffic
7%
TRAFFIC COMPOSITION AT NH 235 (KM 18+000) Average PCUs

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

Figure 5.4: Composition of Traffic

The above shows that the share of total motorized traffic is about 95% of the total traffic at both
the locations. This indicates the project road has been governed by motorized traffic. Two-
wheelers and Cars constitute about 60% of the total traffic at both locations. The contribution of
freight vehicular traffic is higher at Km 39+000 (Padau) with 32% of the total traffic and 23% at
Km 18+000 (Kharkhauda). In PCU terms, freight traffic contributes to 54% of traffic at Km
39+000 and 44% at Km 18+000. Among the freight vehicles, 2-Axle and 3-Axle trucks have
been recorded as the predominant mode of traffic. The share of Bus traffic is 5% at both the
locations.
5.6 Analysis of O-D Survey Data
5.6.1 Data Checking
The collected data were entered into the computer and checked manually. Incorrect entries were
corrected by cross-checking it with original field data sheets. The data was also checked for
inconsistencies. The checking included:
Code number exceeding highest code
Matching vehicle type with commodity carried
Vehicle type with their corresponding lead/load/occupancy for any inconsistencies

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The checked and corrected data were used for final analysis. Table 5.12 presents the validated
size of sample collected at the O-D locations.
Table 5.12: Sample Size of O-D Survey

S No Location NH 235 (Km 18+000) NH 235 (Km 39+000)
Mode Total Sample Sample %Total Sample Sample %
1 Passenger Cars 4857 632 13.0 4494 577 12.8
2 Utility Vehicle (Jeep, Van) 236 34 14.4 87 38 43.6
3 Minibus 61 20 32.9 47 31 65.6
4 Standard Buses 691 510 73.8 658 202 30.7
5 Tempo/ LCV 1058 181 17.1 1344 148 11.0
6 2-Axle Truck 1119 225 20.1 1706 195 11.4
7 3-Axle Truck 1522 200 13.1 1659 249 15.0
8 Multi Axle Vehicles 164 30 18.3 180 25 13.9

5.6.2 Zoning System
The zoning system has been defined by district level at the first stage and states at the second.
The project corridor lies entirely within the state of Uttar Pradesh. Also, it was observed that
most of the traffic on the project road was to and from within the state. With a view to
understand the distribution of trips within the state forty eight districts in the state of Uttar
Pradesh have been assigned separate zone codes. Outside of Uttar Pradesh complete states have
been taken as zones and assigned separate codes. In all, total 73 traffic zones have been
considered for the analysis of project road. Out of which 72 zones have been considered in the
entire country and the neighboring country Nepal has been considered as one zone since freight
movement have been recorded during the OD survey.
The districts, through which the project road passes namely Meerut and Bulandshahr are termed
as internal zones, while the rest of the zones are considered external. The traffic zones considered
for travel analysis is listed in Table 5.13.
Table 5.13: Adopted Zoning System for the Study

Zone No Zone Name Zone No Zone Name
1010 Uttar Pradesh-Agra 1100 Andhra Pradesh
1011 Uttar Pradesh-Aligarh 1200 Assam
1012 Uttar Pradesh-Allahabad 1300 Bihar
1013 Uttar Pradesh-Auraiya 1400 Chandigarh
1014 Uttar Pradesh-Badaun 1500 Chhattisgarh
1015 Uttar Pradesh-Baghpat 1600 Delhi
1016 Uttar Pradesh-Bahraich 1700 Goa
1017 Uttar Pradesh-Ballia 1800 Gujarat
1018 Uttar Pradesh-Banda 1900 Haryana
1019 Uttar Pradesh-Bareilly 2000 Himachal Pradesh
1020 Uttar Pradesh-Bijnor 2100 Jammu Kashmir
1021 Uttar Pradesh-Bulandshahr 2200 Jharkhand
1022 Uttar Pradesh-Chandauli 2300 Karnataka
1023 Uttar Pradesh-Etah 2400 Kerala
1024 Uttar Pradesh-Etawah 2500 Madhya Pradesh
1025 Uttar Pradesh-Faizabad 2600 Maharashtra
1026 Uttar Pradesh-Farrukhabad 2700 Manipur
1027 Uttar Pradesh-Fatehpur 2800 Orissa
1028 Uttar Pradesh-Firozabad 2900 Punjab
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Zone No Zone Name Zone No Zone Name
1029 Uttar Pradesh-Gautam Buddha Nagar 3000 Rajasthan
1030 Uttar Pradesh-Ghaziabad 3100 Tamil Nadu
1031 Uttar Pradesh-Ghazipur 3200 Uttrakhand
1032 Uttar Pradesh-Gonda 3300 West Bengal
1033 Uttar Pradesh-Gorakhpur 3400 Nepal
1034 Uttar Pradesh-Hamirpur 2410 Maharashtra-Mumbai
1035 Uttar Pradesh-Hardoi
1036 Uttar Pradesh-Jalaun
1037 Uttar Pradesh-Jhansi
1038 Uttar Pradesh-Amroha
1039 Uttar Pradesh-Kannauj
1040 Uttar Pradesh-Kanpur Nagar
1041 Uttar Pradesh-Kasganj
1042 Uttar Pradesh-Lucknow
1043 Uttar Pradesh-Hathras
1044 Uttar Pradesh-Mahoba
1045 Uttar Pradesh-Mainpuri
1046 Uttar Pradesh-Mathura
1047 Uttar Pradesh-Meerut
1048 Uttar Pradesh-Mirzapur
1049 Uttar Pradesh-Moradabad
1050 Uttar Pradesh-Muzaffarnagar
1051 Uttar Pradesh-Pilibhit
1052 Uttar Pradesh-Pratapgarh
1053 Uttar Pradesh-Rampur
1054 Uttar Pradesh-Saharanpur
1055 Uttar Pradesh-Sonbhadra
1056 Uttar Pradesh-Unnao
1057 Uttar Pradesh-Varanasi

5.6.3 Commodity Groups
The different commodities recorded during the O-D survey have been classified in twenty-four
categories as given in Table 5.14. Due consideration has been given to include all possible
commodities and to categorize them into homogeneous groups.
Table 5.14: Classification of Commodities
S. No Commodity Type
1 Food grains / Pulses & Spices
2 Milk, Fruits &Vegetables
3 Processed / Packaged Food / Edible Oil
4 Cotton / Bales / Cotton or Synthetic Yarn / Fibres
5 Textiles / Clothing / Readymade Garments
6 Leather Products
7 Handicrafts
8 Petroleum Products / HSD / Petrol
9 Minerals and Ores
10 Iron & Steel (Aluminum or Metal) Rods / Bars / Sheets
11 Metal Scrap
12 Timber / Wood and Products
13 Paper
14 Coke / Coal
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S. No Commodity Type
15 Automobiles
16 Machines & Auto Spare Parts
17 Rubber / Plastics
18 Tyres
19 Chemicals / Fertilizers
20 Pharmaceutical Products
21 Building Materials
22 Electronic / Computers / Electrical Appliances
23 Others
24 Empty

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

Commodity Types NH 235 (Km 18+000) NH 235 (Km 39+000)
Kharkhauda Padau
T
e
m
p
o
/

L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
u
l
t
i

A
x
l
e

T
e
m
p
o
/

L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
u
l
t
i

A
x
l
e

Food grains / Pulses & Spices 3.76 2.70 0.00 0.00 0.56 4.05 2.80 0.00
Milk, Fruits &Vegetables 13.51 5.37 6.59 7.93 8.73 9.83 6.80 0.00
Processed / Packaged Food / Edible Oil 2.56 3.70 0.49 0.00 3.40 2.60 4.75 0.00
Cotton / Bales / Cotton or Synthetic Yarn / 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
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Commodity Types NH 235 (Km 18+000) NH 235 (Km 39+000)
Kharkhauda Padau
T
e
m
p
o
/

L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
u
l
t
i

A
x
l
e

T
e
m
p
o
/

L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
u
l
t
i

A
x
l
e

Fibres
Textiles / Clothing / Readymade Garments 2.05 0.92 0.00 0.00 4.57 2.60 3.66 0.00
Leather Products 2.73 2.63 0.00 0.00 3.65 2.05 3.61 0.00
Handicrafts 1.20 1.85 0.00 0.00 1.67 0.50 1.98 0.00
Petroleum Products / HSD / Petrol 2.73 4.55 1.97 0.00 0.86 4.08 2.43 7.95
Minerals and Ores 0.00 3.06 4.06 0.00 3.10 2.58 4.02 0.00
Iron & Steel (Aluminum or Metal) Rods /
Bars / Sheets
5.47 9.63 2.46 19.82 2.23 1.53 1.57 8.06
Metal Scrap 0.00 1.39 0.00 0.00 2.54 2.05 4.39 0.00
Timber / Wood and Products 5.13 3.99 2.49 0.00 1.98 1.05 1.22 0.00
Paper 2.05 3.10 1.48 0.00 11.62 11.31 6.82 0.00
Coke / Coal 1.20 0.00 0.00 0.00 1.98 3.60 4.88 0.00
Automobiles 2.22 0.86 1.48 3.96 0.00 1.03 0.79 0.00
Machines & Auto Spare Parts 1.02 1.32 1.52 5.56 0.56 0.50 1.63 7.95
Rubber / Plastics 0.00 0.00 0.49 0.00 1.98 2.58 0.80 0.00
Tyres 0.00 0.92 0.00 0.00 2.54 4.15 2.00 0.00
Chemicals / Fertilizers 0.00 2.24 0.00 0.00 4.57 1.53 3.22 0.00
Pharmaceutical Products 0.00 0.92 0.00 0.00 0.56 0.50 0.41 0.00
Building Materials 1.02 3.17 24.64 11.89 1.73 0.00 7.85 11.98
Electronic / Computers / Electrical
Appliances
0.00 0.92 0.00 0.00 1.67 1.05 1.18 0.00
Others 4.10 2.67 7.93 6.75 2.84 1.55 4.49 8.06
Empty 49.24 44.09 44.39 44.08 36.65 39.28 28.70 56.01
Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

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

Vehicle Type Internal-
Internal Zones
Internal-
External Zones
External-
Internal Zones
External-
External Zones
Passenger Car 33.68 24.76 30.54 11.02
Utility Vehicle
(Jeep, Van etc.)
37.95 15.28 32.63 14.14
Mini Bus 39.17 25.21 28.01 7.62
Bus 54.48 17.07 19.77 8.68
LCV 22.89 31.28 26.63 19.20
2 Axle Truck 15.17 25.88 25.14 33.81
3 Axle Truck 15.45 23.14 18.10 43.31
MAV 5.57 18.91 20.07 55.45

The analysis of travel pattern reveals that among freight traffic, about 38% of freight traffic are
through traffic to the project corridor and another 23% of freight traffic are destined traffic.
Among the passenger traffic, almost 41% of the passenger trips are completed with the
surrounding areas of the project road and about 10% of the passenger trips are through traffic.
The travel pattern of goods and passengers along the project road has been presented pictorially
by means of desire line diagram. The desire line diagram for OD-Goods Vehicles and OD-
Passenger Vehicles are shown in Figure 5.5, Figure 5.6, Figure 5.7, Figure 5.8, Figure 5.9, and
Figure 5.10.

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Figure 5.5: Desire Line Diagram for OD Goods Vehicles for both locations
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Figure 5.6: Desire Line Diagram for OD Passenger Vehicles for both locations
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Figure 5.7: Desire Line Diagram for OD Goods Vehicles at Km 18+000 (Kharkhauda)
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Figure 5.8: Desire Line Diagram for OD Goods Vehicles at Km 39+000 (Padau)
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Figure 5.9: Desire Line Diagram for OD Passenger Vehicles at Km 18+000 (Kharkhauda)
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Figure 5.10: Desire Line Diagram for OD Passenger Vehicles at Km 39+000 (Padau)
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5.6.7 Lead Load Analysis
The O-D survey data has also been analyzed to obtain lead and load ranges for various categories
of trucks. Different categories of freight vehicles viz. LCV, 2/3 axle trucks and multi axle trucks
are distributed on the basis of spectrum developed using various load and lead ranges. The lead
distribution for passenger and freight vehicles at each location in terms of percentage has been
presented in Table 5.17 and Table 5.18 respectively.
Table 5.17: Lead Distribution of Passengers Vehicles (%)

Lead Range (Km) NH 235 (Km 18+000) NH 235 (Km 39+000)
Kharkhauda Padau
P
a
s
s
e
n
g
e
r

C
a
r

U
t
i
l
i
t
y

V
e
h
i
c
l
e

M
i
n
i
b
u
s

B
u
s

P
a
s
s
e
n
g
e
r

C
a
r

U
t
i
l
i
t
y

V
e
h
i
c
l
e

M
i
n
i
b
u
s

B
u
s

Less than 20 Km 13.8 24.3 0.0 0.0 7.9 2.2 0.0 0.0
20 to 40 Km 36.2 36.5 48.2 28.0 5.3 11.3 9.1 6.3
40 to 80 Km 30.0 33.1 41.5 46.5 54.1 32.2 62.5 72.4
80 to 100 Km 4.0 0.0 0.0 0.2 19.5 30.4 0.0 1.0
100 to 200 Km 7.2 2.5 6.8 4.7 4.6 8.3 9.1 5.3
200 to 500 Km 8.3 3.6 3.5 18.6 8.1 15.7 19.3 14.1
500 to 1000 Km 0.6 0.0 0.0 2.0 0.6 0.0 0.0 1.0
Greater than 1000 Km 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

Table 5.18: Lead Distribution of Freight Vehicles (%)

Lead Range (Km) NH 235 (Km 18+000) NH 235 (Km 39+000)
Kharkhauda Padau
L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
A
V

L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
A
V

Less than 20 Km 9.9 1.4 2.7 0.0 9.6 4.1 2.2 25.0
20 to 40 Km 33.5 21.5 9.9 13.6 14.6 6.4 4.7 4.2
40 to 80 Km 36.6 24.0 20.8 27.2 33.6 35.0 25.6 16.7
80 to 100 Km 3.9 3.8 11.4 4.4 6.3 7.4 8.9 0.0
100 to 200 Km 9.9 18.9 10.3 0.0 16.3 12.6 14.1 8.3
200 to 500 Km 5.6 28.1 40.0 35.5 17.9 28.7 36.3 33.5
500 to 1000 Km 0.5 2.4 4.9 19.3 1.7 5.8 8.3 12.4
Greater than 1000 Km 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

The above analysis reveals that at Km 18+000 (Kharkhauda), 80% of passenger car trips, 94% of
Utility vehicle trips and 75% of Bus trips are completed within 80 kms whereas 90% of minibus
trips have a trip length of 20-40 kms. Long distance Bus trips contribute about 18% with a trip
length of 200-500 kms. At km 39+000 (Padau), more than 58% of all passenger vehicle trips are
completed within 80 kms and maximum trips within 40-80 km ranging from 33.5% for Utility
Vehicle trips to 72.45 for Bus trips. The contribution of long distance are, 8% of passenger cars,
10.8% of Utility vehicle, 14% of Bus trips, 195 of Minibus trips with a trip length of 200-500
kms. The average trip length of passenger cars and bus is similar at both locations.
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For freight traffic, at Km 18+000 (Kharkhauda), 80% of LCV trips are completed within 80 kms
and another 15% within 100-500 kms, 47% of 2-axle truck trips are within 0-80 kms and another
47% within 100-500 kms, 33% of 3-axle truck trips are within 0-80 kms and another 50% within
100-500 kms, 40% of MAV trips are within 0-80 kms and another 35% within 100-500 kms.
Majority of LCV and 2-axle truck trips are short haul trips and 45% of 3-axle and 55% of MAV
trips are long haul trips. At km 39+000 (Padau), maximum freight traffic trips are covered within
0-80 kms and 100-500 kms range. The majority of freight traffic trips are short haul trips and
about 45% of 3-Axle and MAV trips are long haul trips. The average trip lengths of 2-axle and 3-
axle trucks are similar at both locations; higher trip length for MAV is observed at Km 18+000.
The average trip length of all modes on the project road is presented in the given Table 5.19
below.
Table 5.19: Average Trip Length

Mode Average Trip Length (Km)
NH 235 (Km 18+000) NH 235 (Km 39+000) All
Kharkhauda Padau
Passenger Cars 89 91 90
Utility Vehicle (Jeep, Van) 45 97 59
Minibus 66 110 85
Standard Buses 117 119 118
Tempo/ LCV 67 116 95
2-Axle Truck 208 184 194
3-Axle Truck 276 264 270
Multi Axle Vehicles 322 241 280


The distribution of load among various freight vehicles observed at each location is presented in
the Table 5.20.
Table 5.20: Load Distribution of Freight Vehicles (%)

Load Range (Tonnes) NH 235 (Km 18+000) NH 235 (Km 39+000)
Kharkhauda Padau
L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
A
V

L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
A
V

Empty 52.4 44.5 44.4 44.1 36.7 39.3 28.7 56.0
Less than 2 11.1 4.5 0.0 0.0 12.4 2.1 0.0 0.0
2 - 4 12.7 2.3 4.5 0.0 23.9 1.0 1.6 0.0
4 - 6 12.4 3.6 0.0 2.8 15.2 3.7 0.8 8.1
6 - 10 9.3 6.8 4.5 0.0 9.5 22.4 3.1 7.9
10 - 15 1.1 10.6 4.0 0.0 1.7 19.4 7.5 8.1
15 - 20 1.1 17.6 7.5 7.9 0.6 7.4 20.0 0.0
20 - 25 0.0 5.6 5.6 0.0 0.0 3.1 16.5 4.0
25 - 30 0.0 4.5 21.2 0.0 0.0 1.6 15.8 0.0
30 - 35 0.0 0.0 8.4 0.0 0.0 0.0 5.6 0.0
Greater than 35 0.0 0.0 0.0 45.2 0.0 0.0 0.4 16.0
Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

The analysis of loading pattern indicates that major share of LCV carries load ranges upto 10
tonnes, 2 axle trucks carries load ranges mostly between 15-20 tonnes and 3 axle truck carries
load ranges between 25-30 tonnes. It has been also observed that MAV has varying load
distribution ranging from 35 tonnes and above.
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The average load carried by freight vehicles on the project road is presented in Table 5.21.
Table 5.21: Average Load

Mode Average Load (Tonnes)
including Empty Vehicles excluding Empty Vehicles
Tempo/ LCV 2.5 4.1
2-Axle Truck 6.7 11.4
3-Axle Truck 13.0 20.4
Multi Axle Vehicles 14.9 29.9

5.6.8 Trip Frequency Distribution
The trip frequency distribution of different mode of vehicles plying on the project road has been
analyzed. The average trip frequency distribution of each mode of vehicle plying on the corridor
is presented in Table 5.22. From the table, it can be clearly seen that passenger vehicles traveling
along the project road are occasional travelers whereas more than 78% of Bus and Minibus travel
daily. Among the freight traffic, about 20% of LCV and 2-Axle truck travel along the project
more than 2/3 times a week, 35% of LCV and 2-Axle truck travels atleast once a month. The
highest share of 3-Axle truck and MAV has been recorded with a monthly and occasionally trip
frequency.
Table 5.22: Average Trip Frequency Distribution (%)

Trip Frequency
P
a
s
s
e
n
g
e
r

C
a
r
s

U
t
i
l
i
t
y

V
e
h
i
c
l
e

M
i
n
i
b
u
s

B
u
s

T
e
m
p
o
/

L
C
V

2
-
A
x
l
e

T
r
u
c
k

3
-
A
x
l
e

T
r
u
c
k

M
u
l
t
i

A
x
l
e

V
e
h
i
c
l
e
s

Daily 1.8 2.2 90.2 78.6 9.8 5.7 5.2 8.2
2/3 Times a week 16.2 11.6 7.0 19.3 18.6 16.0 16.2 8.1
Weekly 6.3 11.8 1.3 1.0 19.4 12.4 12.1 19.3
Monthly 18.4 40.6 0.0 0.0 16.3 26.2 28.2 46.1
Occassionaly 57.3 33.6 1.5 1.1 35.7 39.7 38.3 18.2
Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

5.7 Analysis of Turning Movement Survey Data
5.7.1 Peak Hour Traffic
Data Analysis of turning movement at major intersection reveals that morning peak hour is 06:00
to 07:00 hours at Sikandrabad T-Junction and 00:00 to 01:00 hours at Bulandshahr Junction and
evening peak hour is 18:00 to 19:00 hours and 13:00 to 14:00 hours respectively.
The respective peak hour and peak traffic volumes during the survey at the major intersections
are presented in following Table 5.23.
Table 5.23: Peak Hour Traffic at Intersections

Location ADT
(PCUs)
Morning Peak Evening Peak
Peak
Duration
(Hours)
All
Directions
total of daily
flows (PCUs)
Peak
Hour
Share
(%)
Peak
Duration
(Hours)
All
Directions
total of daily
flows (PCUs)
Peak
Hour
Share
(%)
Km 47+900
(Sikandrabad)
44000 0600 to
0700
2601 5.9 1800 to
1900
2834 6.4
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Location ADT
(PCUs)
Morning Peak Evening Peak
Peak
Duration
(Hours)
All
Directions
total of daily
flows (PCUs)
Peak
Hour
Share
(%)
Peak
Duration
(Hours)
All
Directions
total of daily
flows (PCUs)
Peak
Hour
Share
(%)
Km 66+482
(Bulandshahr)
83138 0000 to
0100
3515 4.2 1300 to
1400
4844 5.8

The highest peak hour traffic has been observed at Bulandshahr. The peak hour share has been
observed to vary from 4.2% to 6.4% at different junctions. Maximum traffic is observed at
Bulandshahr Junction due to major cross roads to Aligarh and Ghaziabad.
Hourly turning movement data for peak hours for major intersections is analyzed for the junction
design. The Turning movement diagrams and data of these junctions would also be used for
identifying major movement streams and predominant modes at the junctions for geometric
designs and preparation of junction improvement plans. The turning movement flow diagrams
and turning movement data is presented in Appendix 5.5.
5.7.2 Analysis and Improvement Proposal
The analysis has been carried out for assessment of grade separation requirements at each of the
selected major junctions on the project road. The average daily traffic of cross roads and peak
hour traffic in terms of 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
Peak Hour traffic in PCUs
(Total in all arms)
Base Year 5 Year 10 Year 15 Year 20 Year
2011 2016 2021 2026 2031
Km 47+900 (Sikandrabad) 6.4% 2816 4110 5985 8750 12245
Km 66+482 (Bulandshahr) 5.8% 4822 6941 9888 14113 19471

As the project road is mostly passing through many cross roads, improvement proposals at the
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major junctions on the project road are worked out as per the conditions provided in Clause
2.13.2 of IRC: SP: 84-2009, Manual of Specifications & Standards for four Lanning of National
Highways on Public Private Partnership and IRC: 92-1985 Guidelines for the Design of
Interchange in Urban Areas which states that:
- The vehicular under/overpass structure shall be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes
shall also be provided across other categories of roads carrying an average daily traffic of
more than 5000 Passenger Car Units (PCUs) on the date of inviting bids.
- An Interchange may be justified when an at-grade intersection fails to handle the volume
of traffic resulting in serious congestion and frequent choking of the intersection. This
situation may arise when the total traffic of all the arms of the intersection is in excess
10,000 PCUs per hour.
As per the present traffic volume on the cross roads, both junctions warrants a grade separator as
the present average daily traffic is more than 5000 PCUs. The Junction wise improvements are
presented in Table 5.26.
Table 5.26: Junction wise Improvement
Junction Type of
Junction
Cross Road
Details
Proposed
Improvement
Remarks
Km 47+900
(Sikandrabad)
Three
Arms Jn.
Right - To
Sikandrabad
Grade Separator Urban Section and major
arterial cross road
Km 66+482
(Bulandshahr)
Four
Arms Jn.
Straight - NH-
91: To Aligarh
Right - NH-91:
To Ghaziabad
Grade Separator Roads leading to major
towns and traffic warrants
grade separator.


5.8 Analysis of Axle Load Survey Data
5.8.1 General
The intensity of traffic loading and the corresponding damaging power of different categories of
vehicles is an important parameter for the design of pavements. The main objective of the axle
load survey is to determine a Vehicle Damaging Factor (VDF) of each commercial vehicle and
their axle load spectrum/distribution and expected damage on pavement and extent of over
loading.
5.8.2 Location
Axle load survey was conducted for duration of about 48-hours (both direction) along with the
volume count simultaneously at both locations, Km 18+000 (Kharkhauda) and Km 39+000
(Padau) to assess the axle load spectrum on the project road and in turn to determine the Vehicle
Damage Factor (VDF) for commercial vehicles. The survey was done using portable weigh pad.
Axle load survey was conducted to cover both directional traffic and both for empty and loaded
commercial vehicles i.e. Light Goods Vehicles, 2-axle trucks, 3-axle tracks, multi-axle trucks and
buses.
5.8.3 Vehicle Damaging Factor
The Vehicle Damaging factor (VDF) is an important indexing factor for characterizing the traffic
loading on the road. The VDF can easily be computed from the axle load data by the following
formula, provided sufficiently large and fairly distributed sample of vehicles are included in the
axle load survey. The vehicle damage factor is a multiplier to convert the number of commercial
vehicles of different axle loads and axle configuration to the number of standard axle load
repetitions. It is defined as equivalent number of standard axle per commercial vehicle. The VDF
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varies with the vehicle axle configuration, axle loading, terrain, type of road and from region to
region.
Weighed Vehicles of Number
EAL Total
VDF =

5.8.4 Load Equivalence Factors
For design purpose the variation in axle loads is usually handled through reducing the actual axle
load to Equivalent Axle Load (EAL). An equivalency is simply convenient means for indexing
the wide spectrum of actual loads to one selected value. One of the most important and useful
products of AASHO Road Test was the development of a relationship characterizing the relative
damaging effect of varying axle load on pavements in terms of equivalent 8.2 T single axle load.
This relationship sometimes referred as Fourth Power rule, has subsequently been verified by
studies reported by several agencies in different countries.
4
8160
Kg in Load Axle
|
.
|

\
|
= Load Axle Single
4
14968
Kg in Load Axle
|
.
|

\
|
= Load Axle Tandem


The rule states that damaging power of an axle load increases roughly as fourth power with the
weight of an axle. Any single axle load less than 8200 kg is some fractional EAL, where as any
greater single load is some multiple of EAL. In order to convert axle loads, from axle load
surveys into EAL, these are usually grouped into the intervals of 2000 kg and the frequency of
each vehicle intervals is found out. Equivalencies factors are obtained for each category from
Fourth Power rule. Product of frequency of axle load and load equivalency factors gives the
EAL for that weight class of the sample.



Load equivalency factor used in the study are tabulated in Table 5.27. These equivalency factors
are based on Fourth Power rule.
Table 5.27: Load Equivalency Factors

Sl.
No.
Axle Load Category (Tonnes) Average Axle Load (Tonnes) Load Equivalency Factors
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
Total EAL= (Number of Vehicles in each weight class Load Equivalency Factor of
weight Class)
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Sl.
No.
Axle Load Category (Tonnes) Average Axle Load (Tonnes) Load Equivalency Factors
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

5.8.5 Axle Load Spectrum Analysis
Axle load spectrum analysis was done location wise, direction wise and vehicle wise. Various
parameters were arrived and the same are described below:
Vehicle Damage Factor Values
The vehicle damage factor values were arrived for each vehicle type, location wise and direction
wise and are presented in Table 5.28.
Table 5.28: Vehicle Damage Factors Meerut-Bulandshahr Section on NH-235
T
y
p
e

o
f

V
e
h
i
c
l
e

VDF Values
NH-235 (Km 18+000) NH-235 (Km 39+000)
M
e
e
r
u
t
-
B
u
l
a
n
d
s
h
a
h
r

B
u
l
a
n
d
s
h
a
h
r
-
M
e
e
r
u
t

B
o
t
h

M
e
e
r
u
t
-
B
u
l
a
n
d
s
h
a
h
r

B
u
l
a
n
d
s
h
a
h
r
-
M
e
e
r
u
t

B
o
t
h

Bus 0.593 1.340 0.953 0.670 0.616 0.643
LCV 0.675 0.625 0.652 0.268 0.395 0.331
2-Axle 7.561 5.684 6.742 7.491 6.144 6.807
3-Axle 7.993 4.788 6.335 8.947 6.205 7.703
MAV 4.250 6.332 5.499 5.188 8.343 6.971

The VDF values of Bus and LCV are higher at Km 18+000, VDF values for 2-Axle truck is
similar at both locations, and VDF values for 3-axle trucks and MAVs are higher at Km 39+000.
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Sample Size

The sample size of axle load survey is presented in Table 5.29 and Table 5.30.

Table 5.29: Sample Size of Axle Load Survey at location Km 18+000 (Kharkhauda)

Type of
Vehicle
Meerut-Bulandshahr Bulandshahr-Meerut
Vehicle
Sampled
Total
Vehicles
Sample
Size
Vehicle
Sampled
Total
Vehicles
Sample
Size
Bus 42 386 10.9% 39 337 11.6%
LCV 106 556 19.1% 88 550 16.0%
2-Axle 84 575 14.6% 65 595 10.9%
3-Axle 84 807 10.4% 90 784 11.5%
MAV 14 76 18.4% 21 95 22.1%
Total 330 2401 13.7% 303 2361 12.8%

Table 5.30: Sample size of axle load survey at location Km 39+000 (Padau)

Type of
Vehicle
Meerut-Bulandshahr Bulandshahr-Meerut
Vehicle
Sampled
Total
Vehicles
Sample
Size
Vehicle
Sampled
Total
Vehicles
Sample
Size
Bus 37 333 11.1% 38 355 10.7%
LCV 87 692 12.6% 87 714 12.2%
2-Axle 123 874 14.1% 127 910 14.0%
3-Axle 130 856 15.2% 108 878 12.3%
MAV 10 97 10.3% 13 91 14.3%
Total 387 2852 13.6% 373 2948 12.7%

Gross Vehicle Weight Distribution

The percentage of vehicles exceeding their legal gross weight is presented in Table 5.31, Table
5.32, Table 5.33 and Table 5.34. The axle load data and their analysis are presented in
Appendix 5.6.


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

S. No. Type of
Vehicle
Permissble Gross weight Exceeding Permissible Gross Weight Percentage (%) Maximum
Gross
weight
(tonnes)
Minimum
Gross
weight
(tonnes)
(In Tonnes) (in Numbers)
FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Weight
Total
Number
FAW RAW Tandem1&2 Tridem Gross
Weight
1 Bus 6.6 8.16 14.8 0 4 0 42 0.0 9.5 0.0 12.94 8.23
2 LCV 6.6 6.60 13.2 0 13 5 106 0.0 12.3 4.7 18.75 2.91
3 2-Axle 6.6 8.16 14.8 12 50 40 84 14.3 59.5 47.6 28.60 3.89
4 3-Axle 6.6 14.97 21.6 25 53 51 84 29.8 63.1 60.7 39.44 8.79
5 MAV-4A 6.6 8.16 14.97 29.7 3 7 10 10 10 30.0 70.0 100.0 100.0 35.65 31.20
6 MAV-4B 6.6 22.90 29.5 0 0 0 0 0.00 0.00
7 MAV-5A 6.6 14.97 14.97 36.5 0 4 2 4 0.0 0.0 100.0 50.0 40.06 15.86
8 MAV-5B 6.6 8.16 22.90 37.7 0 0 0 0 0 0.00 0.00
9 MAV-6 6.6 14.97 22.90 44.5 0 0 0 0 0 0.00 0.00


Table 5.32: Bulandshahr to Meerut Km 18+000 (Kharkhauda)

S. No. Type of
Vehicle
Permissble Gross weight Exceeding Permissible Gross Weight Percentage (%) Maximum
Gross
weight
(tonnes)
Minimum
Gross
weight
(tonnes)
(In Tonnes) (in Numbers)
FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Weight
Total
Number
FAW RAW Tandem1&2 Tridem Gross
Weight
1 Bus 6.6 8.16 14.8 0 4 0 42 0.0 9.5 0.0 12.94 8.23
2 LCV 6.6 6.60 13.2 0 13 5 106 0.0 12.3 4.7 18.75 2.91
3 2-Axle 6.6 8.16 14.8 12 50 40 84 14.3 59.5 47.6 28.60 3.89
4 3-Axle 6.6 14.97 21.6 25 53 51 84 29.8 63.1 60.7 39.44 8.79
5 MAV-4A 6.6 8.16 14.97 29.7 3 7 10 10 10 30.0 70.0 100.0 100.0 35.65 31.20
6 MAV-4B 6.6 22.90 29.5 0 0 0 0 0.00 0.00
7 MAV-5A 6.6 14.97 14.97 36.5 0 4 2 4 0.0 0.0 100.0 50.0 40.06 15.86
8 MAV-5B 6.6 8.16 22.90 37.7 0 0 0 0 0 0.00 0.00
9 MAV-6 6.6 14.97 22.90 44.5 0 0 0 0 0 0.00 0.00


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

S. No. Type of
Vehicle
Permissble Gross weight Exceeding Permissible Gross Weight Percentage (%) Maximum
Gross
weight
(tonnes)
Minimum
Gross
weight
(tonnes)
(In Tonnes) (in Numbers)
FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Weight
Total
Number
FAW RAW Tandem1&2 Tridem Gross
Weight
1 Bus 6.6 8.16 14.8 0 4 0 37 0.0 10.8 0.0 13.48 6.84
2 LCV 6.6 6.60 13.2 0 3 0 87 0.0 3.4 0.0 11.00 2.90
3 2-Axle 6.6 8.16 14.8 34 77 70 123 27.6 62.6 56.9 28.40 3.86
4 3-Axle 6.6 14.97 21.6 51 78 70 130 39.2 60.0 53.8 40.90 8.17
5 MAV-4A 6.6 8.16 14.97 29.7 3 4 4 4 10 30.0 40.0 40.0 40.0 45.62 11.96
6 MAV-4B 6.6 22.90 29.5 0 0 0 0 0.00 0.00
7 MAV-5A 6.6 14.97 14.97 36.5 0 0 0 0 0.00 0.00
8 MAV-5B 6.6 8.16 22.90 37.7 0 0 0 0 0 0.00 0.00
9 MAV-6 6.6 14.97 22.90 44.5 0 0 0 0 0 0.00 0.00


Table 5.34: Bulandshahr to Meerut Km 39+000 (Padau)

S. No. Type of
Vehicle
Permissble Gross weight Exceeding Permissible Gross Weight Percentage (%) Maximum
Gross weight
(tonnes)
Minimum
Gross
weight
(tonnes)
(In Tonnes) (in Numbers)
FAW RAW Tandem1 Tandem2 Tridem Total FAW RAW Tandem1&2 Tridem Gross
Weight
Total
Number
FAW RAW Tandem1&2 Tridem Gross
Weight
1 Bus 6.6 8.16 14.8 0 2 0 38 0.0 5.3 0.0 13.04 7.44
2 LCV 6.6 6.60 13.2 0 7 1 87 0.0 8.0 1.1 14.50 2.36
3 2-Axle 6.6 8.16 14.8 21 60 46 127 16.5 47.2 36.2 29.70 5.58
4 3-Axle 6.6 14.97 21.6 28 0 71 64 108 25.9 65.7 59.3 38.70 8.45
5 MAV-4A 6.6 8.16 14.97 29.7 6 9 8 9 11 54.5 81.8 72.7 81.8 47.20 18.20
6 MAV-4B 6.6 22.90 29.5 0 0 0 0 0 0.00 0.00
7 MAV-5A 6.6 14.97 14.97 36.5 0 0 0 0 2 0.0 0.0 0.0 0.0 25.27 12.08
8 MAV-5B 6.6 8.16 22.90 37.7 0 0 0 0 0 0.00 0.00
9 MAV-6 6.6 14.97 22.90 44.5 0 0 0 0 0 0.00 0.00


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5.9 Analysis of Speed and Delay Survey Data
Speed and delay survey data has been analyzed to obtain information on the journey speed and
running speed on the different sections of project road. Table 5.35 shows journey and running
speed estimated on the sections of the project road
Table 5.35: Observed Speed along Project Road

Section
Sub
section
From To
Length
(Km)
Journey Speed
(Km / Hr)
Running Speed
(Km / Hr)
Delay
(Secs)
Reasons for
Delay
(where
applicable)
Up Down Average Up Down Average Up Down
I
1
Meerut
(Hapur
Adda
Junction)
Hapur
Bypass
26 57.5 59.7 58.6 57.5 59.7 58.6 0.0 0.0
2
Hapur
Bypass
Hapur 2.5 16.9 21.3 19.1 23.1 22.6 22.9 145.0 25.0
Railway
Crossing,
Construction
Works &
Urban
Congestion
at Hapur
Section
Total
Meerut
(Hapur
Adda
Junction)
Hapur 28.5 47.4 51.6 49.5 50.8 52.2 51.5 145.0 25.0
II
1 Hapur
Hapur
Bypass
3 39.3 34.7 37.0 39.3 34.7 37.0 0.0 0.0
2
Hapur
Bypass
Bulandshahr 32.4 61.7 62.9 62.3 61.7 62.9 62.3 0.0 0.0
Section
Total
Hapur Bulandshahr 35.4 58.9 62.9 58.9 58.9 58.8 58.9 0.0 0.0
Corridor Total 63.9 53.2 62.9 54.3 55.0 55.7 55.3

It has been observed that average journey speed from Meerut to Bulandshahr direction along the
project road is about 54.3 kmph. Higher average journey speed has been observed in Section-II
(Hapur to Bulandshahr) with a speed of 58.9 kmph. The difference in the average journey speed
and average running speed is because of the delay at the railway crossing in Hapur, construction
work of ROB and Congestion in Hapur.
5.10 Traffic Forecast
Long term forecasting of traffic on project road during the time horizon of the study is required
for pavement design and assessing the economic and financial viability of the proposed
investment. The traffic growth rates established for this study are based on the elasticity
procedure outlined in IRC: 108-1996 Guidelines for Traffic Prediction on Rural Highways. In
the elasticity approach, a relationship is established between traffic and socio-economic
indicators of influence area. The results of O-D analysis on the project road sections indicate that
the primary influence on traffic on the project road is from within the state of Uttar Pradesh. The
highest traffic on the project road is generated from Meerut district followed by Bulandshahr and
Ghaziabad. Other states having significant influence on traffic generation are Delhi and
Uttrakhand. The methodology thus adopted incorporates the perspective growth envisaged in the
economic indicators of these project influence area and the changes in transport demand
elasticity over a period of time. Traffic growth rates by vehicle type, for the project road sections,
have been forecasted for a period of 30 years with the horizon year as 2041.
5.10.1 Transport Demand Elasticity
The Consultant has used elasticity approach for determining the growth rates of future traffic.
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This involved establishing a quantitative relationship between traffic growth as the dependent
variable and growth in NSDP/ GDP as the independent variable. The methodology involved
fitting log-log regression equations to the time series data.
The results of O-D analysis on the project road section indicate that the state of Uttar Pradesh has
the highest influence on traffic moving on the project road section. The shares of traffic for other
PIA zones as per the O-D pattern have been presented in the Table 5.36 below.
Table 5.36: Mode wise PIA Percentage Share
Zone Name Cars Buses Trucks Total
Uttar Pradesh 93.1 96.4 86.1 90.2
Rajasthan 0.1 0.4 0.6 0.3
Uttrakhand 3.4 2.0 5.1 4.1
Haryana 0.1 0.1 1.1 0.6
Delhi 2.1 0.2 1.6 1.8
Himachal Pradesh 0.0 0.0 0.2 0.1
Maharashtra 0.0 0.1 1.0 0.4
Madhya Pradesh 0.6 0.3 1.0 0.7
West Bengal 0.2 0.0 0.5 0.3
Punjab 0.2 0.1 0.6 0.4
Bihar 0.0 0.0 0.2 0.1
Andhra Pradesh 0.0 0.0 0.4 0.2
Gujarat 0.0 0.0 0.4 0.2
Tamil Nadu 0.0 0.0 0.2 0.1
Karnataka 0.0 0.0 0.2 0.1
Orissa 0.0 0.0 0.6 0.3
Chandigarh 0.1 0.0 0.0 0.1
Chhattisgarh 0.0 0.0 0.2 0.1
Jammu Kashmir 0.2 0.0 0.0 0.1
Jharkhand 0.0 0.1 0.0 0.0
Nepal 0.0 0.2 0.0 0.0
Total 100 100 100 100

As the time series traffic data on project road is not available, elasticity values are established by
using registered vehicles as dependent variable and the states NSDP as independent variable.
Further, for states that have a minor share of trip-ends or for which the vehicle registration data
was not available, it was deemed suitable to use national level elasticity. The arrive elasticity
values of each project influence region/ states has been weighted by the trip end factor as
revealed from the O-D survey results.
The details of regression analysis between vehicle registration and state NSDP and the transport
demand elasticity arrived by vehicle type for each project influence area and the weighted
transport demand elasticity as depicted by the O-D survey result are presented in Table 5.37 and
Table 5.38. It may be noted that the state of Uttar Pradesh is showing significantly higher
demand elasticity for passenger vehicles and lower elasticity for goods vehicles compared to
national average. With most of the traffic on the project road coming in from within the state it
may be expected to experience significantly higher growth in passenger traffic and moderate
growth in goods traffic. The details of regression analysis between vehicle registration and state
NSDP is given in Appendix 5.7.

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Table 5.37: Transport Demand Elasticity using Vehicle Registration Data of PIA

Vehicle Type Independent Variable R
2
Value Elasticity Value
Car GDP of India 0.991 1.593
NSDP of Uttar Pradesh 0.921 3.327
NSDP of Uttrakhand 0.968 2.207
NSDP of Delhi 0.992 1.110
NSDP of Madhya Pradesh 0.562 1.885
NSDP of Haryana 0.957 3.529
NSDP of Punjab 0.947 3.402
NSDP of Rajasthan 0.920 2.033
2 Wheeler GDP of India 0.984 1.973
NSDP of Uttar Pradesh 0.974 3.111
NSDP of Madhya Pradesh 0.535 2.338
NSDP of Rajasthan 0.939 1.979
Bus GDP of India 0.993 1.153
NSDP of Uttar Pradesh 0.949 1.506
NSDP of Uttrakhand 0.458 2.227
NSDP of Delhi 0.982 1.769
NSDP of Madhya Pradesh 0.562 1.846
NSDP of Haryana 0.927 1.224
NSDP of Punjab 0.845 0.834
NSDP of Rajasthan 0.947 1.221
Truck GDP of India 0.989 1.392
NSDP of Uttar Pradesh 0.700 1.099
NSDP of Uttrakhand 0.530 2.207
NSDP of Delhi 0.962 0.466
NSDP of Madhya Pradesh 0.701 1.099
NSDP of Haryana 0.931 2.425
NSDP of Punjab 0.849 1.929
NSDP of Rajasthan 0.941 1.381
Tractor NSDP of Uttar Pradesh 0.904 2.090
NSDP of Madhya Pradesh 0.520 2.005
NSDP of Rajasthan 0.942 1.569

Table 5.38: Weighted Transport Demand Elasticity

Vehicle Type Elasticity Value
Passenger Cars 3.24
Two Wheeler 3.06
Three Wheelers 1.65
Bus 1.52
Trucks 1.18
Tractors 2.09

The elasticity values obtained by using registered vehicles seem to be either underestimated or
overestimated. Therefore, elasticity value obtained by using registration data for the states has
been rationalized for the project road considering a reducing pattern of elasticity values
suggested in Road Development Plan, Vision 2021.
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The projected elasticity values are based on the premise that transport demand elasticity for both
freight and passenger traffic tend to decline over time as regional imbalances are corrected and
regions become self-sufficient. Moreover, irrational traffic flows are being gradually cut down,
with an increase in road network and improved accessibility. As the economy and its various
sectors grow, every region tends to become self-sufficient. The projected elasticity values
adopted in the study for 5 yearly intervals are presented in Table 5.39.
Table 5.39: Projected Transport Demand Elasticities

S No Mode 2011-16 2017-21 2022-26 2027-31 2032-36 2037-41
1 Passenger Cars 3.24 3.24 2.77 2.37 2.02 1.73
2 Two Wheeler 3.06 3.06 2.60 2.21 1.87 1.60
3 Three Wheelers 1.65 1.65 1.40 1.19 1.01 0.86
4 Bus 1.52 1.52 1.30 1.11 0.95 0.81
5 Trucks 1.18 1.18 1.03 0.89 0.77 0.67
6 Tractors 2.09 2.09 1.78 1.51 1.28 1.09


5.10.2 Economic Perspective
5.10.2.1 State Economy - Past and Present Scenario
The rate of change in NSDP at constant prices is the main economic indicator for measuring the
real growth in the economy. The time series of state income at constant prices for the NSDP of
Uttar Pradesh, Uttarakhand, Delhi, Haryana, Himachal Pradesh, Punjab, Rajasthan and
Chandigarh as published by Central Statistical Organisation has been studied to assess the past
performance of the state economy with respect to the growth of 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.
Table 5.40: Average Annual Growth Rates from Time Trend
Year
I
n
d
i
a

(
G
D
P
)

H
a
r
y
a
n
a

H
i
m
a
c
h
a
l

P
r
a
d
e
s
h

M
a
h
a
r
a
s
h
t
r
a

P
u
n
j
a
b

R
a
j
a
s
t
h
a
n

U
t
t
a
r

P
r
a
d
e
s
h

U
t
t
a
r
a
k
h
a
n
d

C
h
a
n
d
i
g
a
r
h

D
e
l
h
i

1980-81 641921 16893 4602 67161 24308 23044 74836 11778
1981-82 678033 17523 4889 68738 26619 25010 76630 12737
1982-83 697861 18615 4717 71382 27400 25523 82617 14344
1983-84 752669 19011 4946 75865 27892 31337 85859 14004
1984-85 782484 19752 4666 76839 30061 29087 87221 14584
1985-86 815049 23295 5290 82890 32367 28969 90639 16887
1986-87 850217 23312 5678 84019 33498 31751 94565 17981
1987-88 880267 22900 5691 89684 35241 29550 98837 19569
1988-89 969702 28477 6397 99048 37109 41759 111725 21248
1989-90 1029178 28850 7148 115387 40240 40905 114833 23210
1990-91 1083572 31865 7327 120583 41005 47322 121664 24208
1991-92 1099072 32522 7365 120207 42863 43691 122161 27892
1992-93 1158025 32511 7702 138384 44884 50243 123474 28866
1993-94 1223816 33976 8001 153643 46846 46149 126535 9524 2224 30862
1994-95 1302076 36448 8781 156627 48019 54577 133135 10373 2442 34576
1995-96 1396974 37181 9265 173906 49793 56585 137436 10270 2701 35180
1996-97 1508378 41563 9788 180766 53460 63198 152689 10917 3076 40021
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Year
I
n
d
i
a

(
G
D
P
)

H
a
r
y
a
n
a

H
i
m
a
c
h
a
l

P
r
a
d
e
s
h

M
a
h
a
r
a
s
h
t
r
a

P
u
n
j
a
b

R
a
j
a
s
t
h
a
n

U
t
t
a
r

P
r
a
d
e
s
h

U
t
t
a
r
a
k
h
a
n
d

C
h
a
n
d
i
g
a
r
h

D
e
l
h
i

1997-98 1573263 41924 10488 190741 54907 70885 151064 11049 3264 46506
1998-99 1678410 44159 11232 198334 58067 73988 152177 11183 3550 48840
1999-00 1786525 47345 12467 217198 61139 74174 156809 11187 3792 51175
2000-01 1864301 51056 13262 210526 63172 71764 160015 12582 4274 53177
2001-02 1972606 54951 13938 217963 63995 79936 162926 13179 4649 55222
2002-03 2048286 58361 14617 232994 65085 70333 168198 14413 5235 59454
2003-04 2222758 64282 15596 250989 69149 92712 177054 15553 5804 62694
2004-05 2388768 69988 17099 272860 72587 90445 185920 17599 6397 69479
2005-06 2616101 76304 18176 298759 75471 96069 195661 18645 7142 77389
2006-07 2871120 87944 19308 327599 81060 103616 210044 20636 7986 89309
2007-08 3129717 95499 20990 357402 86400 111070 225413 9035 100877
2008-09 3339375 103236 0 92795 117423 240039
Growth 1981-
2009
5.85 6.44 5.57 6.15 4.73 5.78 4.10 5.68 9.79 7.97
Growth 1994-
2009
6.47 7.19 6.64 5.79 4.36 6.01 4.08 5.68 9.79 8.22
Growth 2000-
2009
6.45 8.11 5.96 5.69 4.26 4.70 4.35 7.95 10.13 7.83

It may be noted from the Table 5.40 above that Uttar Pradesh has been consistently
underperforming compared to the nation in terms of economic growth. Uttrakhand was earlier
trailing in terms of economic growth but has picked up during the period 2000-09 while Delhi
has consistently outperformed the national economy. Regression analysis was conducted with
NSDP being the dependent variable and GDP as the independent variable for different periods to
estimate likely future NSDP growth pattern based on GDP growth forecasts. The GDP forecasts
have been made based on the recent trends for the short term and long term trends for the long
term. Based on the current trends and outlook the average GDP growth has been assumed to be
7.5% per annum for the immediate 10 year period after which it has been assumed to slow down
gradually to 5.5% per annum during 2037-41 period.
The perspective growth rate for the project influencing states NSDP are presented below in
Table 5.41 below.
Table 5.41: Growth Rate in Economy

State
2012-16 2017-21 2022-26 2027-31 2032-36 2037-41
India
7.50 7.50 7.00 6.50 6.00 5.50
Haryana
8.06 8.06 7.52 6.98 6.45 5.91
Himachal Pradesh
7.71 7.71 7.20 6.68 6.17 5.65
Maharashtra
8.25 8.25 7.70 7.15 6.60 6.05
Punjab
5.81 5.81 5.42 5.03 4.65 4.26
Rajasthan
7.45 7.45 6.96 6.46 5.96 5.47
Uttar Pradesh
4.99 4.99 4.66 4.33 4.00 3.66
Uttrakhand
6.89 6.89 6.43 5.97 5.51 5.05
Chandigarh
11.48 11.48 10.71 9.95 9.18 8.42
Delhi
10.14 10.14 9.46 8.79 8.11 7.44

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5.10.3 Projected Traffic Growth Rates
5.10.3.1 Growth Rates for Fast Vehicles (Passenger & Freight)
The traffic growth rates by vehicle type, over the time horizon of the study are given in Table
5.42 below. These growth rates are based on transport demand elasticity as presented in Table
5.39 and economic perspective for different influence areas in Table 5.41.
Table 5.42: Projected Traffic Growth Rates using Econometric Model (Figures in Percentage)

Modes 2012-16 2017-21 2022-26 2027-31 2032-36 2037-41
Cars 14.4 12.4 11.3 8.9 7.2 5.7
Two Wheelers 13.6 11.5 10.5 8.2 6.6 5.2
Three Wheelers 7.2 6.1 5.6 4.4 3.6 2.8
Bus 6.4 5.5 5.1 4.0 3.3 2.6
Trucks 5.2 4.7 4.4 3.7 3.1 2.5

As per Clause 5.5.4 of IRC: SP: 84-2009, Traffic growth rate shall be established for each
category of commercial vehicles to be considered for design of pavement. For traffic projections,
the procedure outlined in IRC: 108 may be followed. The Concessionaire shall adopt realistic
value of the rate of traffic growth, provided that annual rate of growth of commercial vehicles
shall not be adopted less than 5 percent.
Therefore the traffic growth rate of the study has been modified and adopted in view of the above
mentioned clause with the minimum annual growth rate of traffic not less than 5 percent and the
adopted traffic growth rates are given in Table 5.43.
Table 5.43: Adopted Projected Traffic Growth Rates (Figures in Percentage)

Modes 2012-16 2017-21 2022-26 2027-31 2032-36 2037-41
Cars 14.4 12.4 11.3 8.9 7.2 5.7
Two Wheelers 13.6 11.5 10.5 8.2 6.6 5.2
Three Wheelers 7.2 6.1 5.6 5.0 5.0 5.0
Bus 6.4 5.5 5.1 5.0 5.0 5.0
Trucks 5.2 5.0 5.0 5.0 5.0 5.0

5.10.3.2 Growth Rates for Slow Moving Traffic
The slow moving vehicles essentially cater to short haul traffic, meeting localised demand for
transportation of passengers and goods from rural areas in up country to the nearest market towns
and urban centers. Motorised vehicles are gradually replacing these. The slow moving traffic is
not expected to have high growth rates. As such, slow moving traffic of animal drawn vehicles,
hand cart, pedal cycle and cycle rickshaws is likely to be grown on the project road by 0.43
percent per annum reducing over the years. The elasticity for agricultural tractors is very high in
the state of Uttar Pradesh. The elasticity for tractors is high in Uttar Pradesh because of the
agrarian economy and high growth of tractors as per the vehicle registration data for the state of
Uttar Pradesh. However, we have tapered off the growth in the coming years as the economy
along the project road will change.
5.11 Total Forecasted Traffic
The traffic has been forecasted as per the traffic growth rate of in the above Table 5.42. The
mode-wise forecasted traffic for each five year interval at each section is presented in Table
5.44. The detailed mode-wise forecasted traffic for each year is presented in Appendix 5.8.
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Table 5.44: Mode-wise Forecasted Traffic
Year 2-
Wheeler
Auto Car Bus Truck Tractor &
NMT
Total
Vehicles
Total
PCUs
Total Tollable
PCUs
Location: NH 235 (KM 18+000) Kharkhauda
2011 6042 400 5096 752 3884 1374 17549 23713 17589
2016 11408 566 10007 1027 5021 1525 29554 35885 26310
2021 19672 762 17923 1344 6404 1715 47820 53495 38806
2026 32338 1001 30552 1721 8168 1954 75734 79471 57200
2031 48045 1278 46902 2196 10418 2217 111055 112412 80890
2036 66273 1631 66484 2803 13291 2485 152965 151987 109839
2041 85366 2081 87620 3577 16956 2742 198343 196195 142928
Location: NH 235 (KM 39+000) Padau
2011 4398 152 4586 705 4905 862 15609 24172 19607
2016 8304 216 9051 966 6270 994 25801 35575 28436
2021 14319 290 16271 1265 7999 1164 41309 52046 41094
2026 23539 381 27817 1622 10205 1380 64945 76099 59506
2031 34972 487 42790 2070 13021 1618 94958 106681 83220
2036 48241 621 60744 2642 16614 1864 130726 143642 112328
2041 62139 793 80140 3372 21199 2101 169744 185442 145960

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

Table 5.45: Design Service Volume of Four-lane Highway in PCUs per day

Terrain Design Service Volume in PCUs per Day
Level of Service 'B' Level of Service 'C'
Plain and Rolling 40,000 60,000
Mountaineous and Steep 20,000 30,000

Table 5.46: Design Service Volumes at Different Level of Services

Level of Service 2L 2L+PS 4L+PS 6L+PS
A 9000 10800 24000 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
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Table 5.47: Projected Sectional Tollable Traffic in Vehicles

Section 2011 2016 2021 2026 2031 2036 2041
Section-I: Meerut (Km 0+000) to Hapur (Km
31+600)
9726 16049 25663 40432 59508 82568 108143
Section-II: Hapur (Km 31+600) to
Bulandshahr (Km 66+482)
10189 16279 25527 39635 57870 79989 104699


Table 5.48: Projected Sectional Total Traffic in PCUs with LOS

Year Section-I (Meerut to Hapur) Section-II (Hapur to Bulandshahr)
AADT (PCUs) Level of Service (LOS) AADT (PCUs) Level of Service (LOS)
2L 2L+PS 4L+PS 6L+PS 2L 2L+PS 4L+PS 6L+PS
2011 23713 D C A A 24172 D C B A
2012 25664 E D B A 26022 E D B A
2013 27829 E D B A 28060 E D B A
2014 30233 F D B A 30313 F D B A
2015 32907 F E B A 32809 F E B A
2016 35885 F E B A 35575 F E B A
2017 38793 F F B B 38317 F F B B
2018 41962 F F C B 41294 F F C B
2019 45445 F F C B 44554 F F C B
2020 49277 F F C B 48127 F F C B
2021 53495 F F C B 52046 F F C B
2022 57814 F F C B 56070 F F C B
2023 62519 F F D C 60441 F F D C
2024 67666 F F D C 65209 F F D C
2025 73300 F F E C 70414 F F E C
2026 79471 F F E C 76099 F F E C
2027 85156 F F F D 81396 F F F C
2028 91227 F F F D 87043 F F F D
2029 97767 F F F D 93116 F F F D
2030 104815 F F F E 99650 F F F D
2031 112412 F F F E 106681 F F F E
2032 119406 F F F E 113225 F F F E
2033 126802 F F F F 120140 F F F F
2034 134676 F F F F 127494 F F F F
2035 143060 F F F F 135318 F F F F
2036 151987 F F F F 143642 F F F F
2037 159979 F F F F 151199 F F F F
2038 168340 F F F F 159106 F F F F
2039 177147 F F F F 167434 F F F F
2040 186423 F F F F 176204 F F F F
2041 196195 F F F F 185442 F F F F

The present total traffic volume in both Sections along the project road is already saturated and
has reached the design service volume under Level of Service-C (LoS-C) for 2-lane with paved
shoulder configuration. Therefore, both Sections of the project highway needs up-gradation from
existing lane configuration to 4-lane with paved shoulder configuration immediately. The design
service volume of 4-lane with paved shoulder configuration under LoS-B and LoS-C on both
Sections of the project road crosses by the year 2018 and 2023 respectively. Hence, the up-
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gradation from 4-lane with paved shoulder configuration to 6-lane with paved shoulder
configuration on both Sections of the project highway required by the year 2018 considering the
design service volume of Los-B and same is required by the year 2023 in case of design service
volume of Los-C.
Table 5.49: Projected Sectional Tollable Traffic in PCUs with LOS

Year Section-I (Meerut to Hapur) Section-II (Hapur to Bulandshahr)
AADT (PCUs) Level of Service (LOS) AADT (PCUs) Level of Service (LOS)
2L 2L+PS 4L+PS 6L+PS 2L 2L+PS 4L+PS 6L+PS
2011 17589 C B A A 19607 C C A A
2012 19000 C C A A 21054 D C A A
2013 20559 C C A A 22640 D C A A
2014 22282 D C A A 24386 D C B A
2015 24192 D C B A 26311 E D B A
2016 26310 E D B A 28436 E D B A
2017 28373 E D B A 30545 F D B A
2018 30632 F E B A 32843 F E B A
2019 33107 F E B A 35352 F E B A
2020 35823 F E B A 38094 F F B B
2021 38806 F F B B 41094 F F C B
2022 41865 F F C B 44178 F F C B
2023 45204 F F C B 47533 F F C B
2024 48851 F F C B 51185 F F C B
2025 52838 F F C B 55165 F F C B
2026 57200 F F C B 59506 F F C B
2027 61262 F F D C 63590 F F D C
2028 65636 F F D C 67977 F F D C
2029 70346 F F E C 72694 F F E C
2030 75421 F F E C 77765 F F E C
2031 80890 F F F C 83220 F F F C
2032 85974 F F F D 88344 F F F D
2033 91388 F F F D 93795 F F F D
2034 97154 F F F D 99594 F F F D
2035 103296 F F F E 105763 F F F E
2036 109839 F F F E 112328 F F F E
2037 115775 F F F E 118366 F F F E
2038 122034 F F F F 124730 F F F F
2039 128633 F F F F 131437 F F F F
2040 135591 F F F F 138507 F F F F
2041 142928 F F F F 145960 F F F F

The present tollable traffic volume in Section-I along the project road has already reached the
design service volume under Level of Service-B (LoS-B) for 2-lane with paved shoulder
configuration and the same has already crossed in case of Section-II along the project road.
Therefore, considering the design service volume of LoS-B, Section-I and Section-II of the
project highway needs immediate up-gradation from existing lane configuration to 4-lane with
paved shoulder configuration. However, Section-I and Section-II of the project road crosses the
design service volume under LoS-C of 2-lane with paved shoulder configuration by the year
2016 and 2015 respectively. Considering the design service volume of LoS-C, Section-I and
Section-II of the project road required to upgrade from 2-lane with paved shoulder configuration
to 4-lane with paved shoulder configuration by the year 2016 and 2015 respectively. Finally,
Section-I and Section-II needs up-gradation from 4-lane with paved shoulder to 6-lane with
Consultancy Services for Preparation of Detailed Project Report
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Scott Wilson 5 - 45 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 240 veh/hour
(Automatic vehicle identification but manual money transaction)
(ii) Electronic toll collection (ETC lanes) 1200 veh/hour
(Toll collection through on board unit and no stoppage of vehicles)
At least two toll lanes in each direction of travel shall be provided with the system of payment
through ETC. Not less than 2 middle toll lanes shall be capable of being used as reversible lanes
to meet the demand of tidal flow.
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Scott Wilson 5 - 46 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 2011 2031 2036 2041
Tollable Vehicles 10189 57870 79989 104699
Peak Hour Factor 4.7% 4.7% 4.7% 4.7%
Peak Hour Vehicles 484 2749 3799 4972
Toll Lane Requirement
Semi Automatic Toll Lane @ 240 vehicles per hour 3 12 16 21
Automatic Toll Lane @ 360 vehicles per hour 2 8 11 14
Electronic Toll Collection (ETC lanes) @ 1200 vehicle per hour 1 3 4 5

The minimum toll lanes required with semi-automatic toll system for the projected peak hour
traffic of 20 years is 12 toll lanes.










Chapter 6
Engineering Surveys
and Investigations
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Engineering Surveys and Investigations
Scott Wilson 6 - 1 January 2011
6.0 ENGINEERING SURVEYS AND INVESTIGATIONS

6.1 Road Inventory and Road Condition

An inventory of the project road has been carried out with visual observations supplemented with
measurements using tape etc. Kilometer wise features like terrain, land-use, surfacing type and
width, shoulder surfacing type & width, subgrade, local soil type, curve details, intersection
details, retaining structures details, location of water bodies, height of embankment or depth of
cut, ROW, CD structures, road side arboriculture, existing utility services, general drainage
conditions etc., were recorded. The road inventory has been referenced to the existing kilometre
posts established along the roadside.

The project road starts at Begaum Pool junction of Meerut city (Km 0+000) and ends at
Bulandsahahr town at the junction with NH-91 (Km 66+482). The total project length is
66+482km.


6.1.1 Terrain

The terrain along the project road is plain, throughout the section. While classifying a terrain,
short isolated stretches of varying terrain is not taken into consideration.

6.1.2 Land Use

The land use along the project road is predominantly built up villages and towns. The percentage
distribution of land use is 10%, 43% & 47% for Semi Built-up, Built-up, and agricultural
respectively.

6.1.3 Carriageway and Roadway width

The project road section is having carriageway width configuration of 7m to 14m. The formation
width varies from 10m to 15m. At few locations formation width is around 20 to 30m.




Start of the Project Meerut, (Km. 0+000) End of the Project Bulandshahr, (Km. 66+482)
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Scott Wilson 6 - 2 January 2011
Table 6.1: Lane configuration along the project stretch

Chainage (Km)
Length (Km) CW Width (m) Lane Configuration
From To
0+000 7+469 7+469 14.0 2x2 Lane with 1m median
7+469 25+500 18.031 10.0 2 Lane with PS
25+500 66+482 40.892 7.0 2 Lane
Length of 4- lane section : 7.469km
Length of 2- lane with PS section : 18.031km
Length of 2- lane section : 40.982km

6.1.4 Surfacing Type

The existing pavement is of flexible bituminous surface throughout the project section.

6.1.5 Shoulder

The type of shoulder varies from earthen in non Built-up area and Cement block in Built-up areas
in some location. Its width varies from 0.5m to 2.0 on either side. The condition of the shoulder
varies from fair to poor with shoulder drop and rain cuts. The location of different types of
shoulders is summarised in Table 6.2.

Table 6.2: Shoulder Type along the project stretch

Sl.
No
Existing Chainage (km) Length
(km)
Shoulder Type
From To
1 0+000 8+200 8.20 Granular Shoulder
2 8+200 13+400 5.20 Earthen Shoulder
3 13+400 17+800 4.40 Paved Shoulder
4 17+800 19+600 1.80 Cement block Shoulder
5 19+600 46+600 27.00 Earthen Shoulder
6 46+600 48+000 1.40 Paved Shoulder
7 48+000 66+482 18.482 Earthen Shoulder

Summary

Length of section with earthen shoulder : 50.682km
Length of section with Cement block shoulder : 1.80 km
Length of section with granular shoulder : 8.20 km
Length of section with paved shoulder : 5.80 km

6.1.6 Embankment Height

The average height of embankment varies from 0 to 1.0m. However, higher embankment exists at
approaches to the bridges. Condition of the embankment is fair. At few locations height of
embankment is more than 3m.

6.1.7 Right of Way

There is no road boundary pillar along the road. As per the record from the department, average
existing Road Way width is 35m i.e. from center of the road on both sides 17.5 m.



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Scott Wilson 6 - 3 January 2011
6.1.8 Villages and Towns

The villages and towns through which the project road traverses are listed in Table 6.3.

Table 6.3: Location of villages and towns

Sl. No. Name Existing Chainage
(km)
Start End
1 Meerut 0+000 9+400
2 Alipur 10+800 11+065
3 Phaphuda 12+9000 13+800
4 Kharkhoda 17+900 19+350
5 Lalpur 20+250 20+530
6 Kaili 23+580 24+450
7 Dhirkheda 26+800 27+400
8 Ashodapanith 27+500 29+100
9 Hapur 28+400 34+000
10 Hadikpur 35+600 36+200
11 Padao 38+300 39+300
12 Mori kalan 45+100 45+800
13 Gulaothi 46+200 49+000
14 Mithrpur 49+600 50+100
15 Jainpur 60+600 60+900
16 Akbarpur 65+100 65+400
17 Bulandshahr 65+700 66+482
Total Length 27.532km

6.1.9 Side Drain

The existing road does not have proper provision of longitudinal drains. In some sections unlined
earthen drain is present and most of these drains are choked. Cement concrete lined drains are
existent in town areas.

6.1.10 Horizontal Curves

The horizontal geometry of the road is fair except few locations. Section of the road inside the
Hapur town has 2 curves and 2 junctions, which are of very poor geometry. These locations need
geometric improvement to cater minimum design speed of 80kmph. Locations needing geometric
improvement are shown in Table 6.4.

Table 6.4: Locations for needing geometric improvement

Sl. No Existing Chainage (km) Remark
1 29+335 Curve radius 90 m
2 30+228 Curve radius 180 m
3 31+380
3 armed junction with complete builtup around
4 31+535
4 armed junction with complete builtup around

6.1.11 Road Junctions

There are 6 major junctions and 68 minor junctions across the project road. List of major
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Scott Wilson 6 - 4 January 2011
junctions, with state highways and district roads is given in Table 6.5. Many minor rural and
urban cross roads also terminate or intersect the project road at numerous locations.

Table 6.5: Location of existing major road junctions

Sl.
No
Existing
Chainage
(km)
Type
Cross Road
Side Leading to
1 7+469

LHS City Road
RHS
Existing Meerut
bypass road
2 31+380


RHS Delhi
3 31+535


LHS Hapur City
Straight Moradabad
4 44+800

LHS Gulaothi
5 49+200

LHS Gulaothi
6 66+482


LHS Bulandshahr
RHS Delhi
Straight Aligarh

6.1.12 Road Signs

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

6.2 Pavement Condition Survey

Detailed field studies have been carried out to collect pavement/shoulder/drainage conditions.

6.2.1 Pavement

Pavement condition survey was done primarily by visual observations supplemented by simple
measurement for rut depth using a 3 metre straight edge. The rating system for pavement
condition was done, with reference from IRC: 81-1997 (Clause 4.2.1). A criterion for
classification of pavement sections is given in Table: 6.6.

Table 6.6: Criteria for classification of pavement sections

Classification Pavement Condition
Good No cracking, rutting less than 10mm.
Fair No cracking or cracking confined to single crack in the wheel track with rutting
between 10mm and 20mm.
Poor Extensive cracking less than 20% and/or rutting greater than 20mm
Failed Sections with cracking exceeding 20% (Need for Reconstruction)
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The pavement is flexible bituminous type. The riding quality of the pavement visually varies
from good to fair, general quality being fair. Two types of cracks were observed namely,
longitudinal and alligator. These cracks affect 3% to 5% of pavement area. The number of
potholes is 2 to 5 per km and affects 2% of pavement area. The average pothole area is 0.3 sq m.
The patching area contributes to 1% of the pavement area. The edge break of carriageway
observed at many locations contributes to 7 % of the total length.

6.2.2 Shoulder Condition
Earthen shoulder is observed on both sides along the project road with varying width up to 0.5 to
2m. Increased width of formation was observed at village and town locations. Some of the
failures like shoulder drop; rain cuts and corrugations were observed. Condition of shoulder is
fair to bad.

6.2.3 Drainage Condition

The general condition of the roadside drains is bad. Sufficient camber was provided to drain off the
water from carriageway surface. There are numerous number of CD structures across the project
alignment. The existing road does not have proper provision of both side longitudinal drains. Lined
drains were observed at some locations within villages and towns and unlined drains (earthen) were
observed in cut sections. The natural drains on both sides were observed at some locations. The
general condition of the lined drains is fair.

6.3 Benkelman Beam Deflection Technique

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

Deflection surveys have been carried out as per the scheme given below:

Main line surveys;
Control section testing
Existing Pavement Photos
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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 35
o
C, correction has been applied to the deflection measured in accordance with
the procedure described in IRC: 81-1997. Seasonal correction was carried out using the moisture
correction factors given in Figures 2 to 7 in IRC: 81-1997. PI and moisture content of the
subgrade were established from test pit excavations carried out simultaneously with the
Benkelman Beam tests. The Benkelman Beam Deflection data are presented in Table 6.7, the
graphical representation of the same is presented in Figure 6.1.

Table 6.7: Characteristic Deflection along the Project Road

SL.No Chainage Characteristic Deflection SL.No Chainage Characteristic
Deflection From To From To
1 0.00 35.00 BBD not done due to Widening
and Strengthing in progress
17 50.00 51.00 0.799
2 35.00 36.00 0.566 18 51.00 52.00 0.703
3 36.00 37.00 0.933 19 52.00 53.00 0.998
4 37.00 38.00 0.947 20 53.00 54.00 0.891
5 38.00 39.00 0.810 21 54.00 55.00 0.871
6 39.00 40.00 0.963 22 55.00 56.00 0.739
7 40.00 41.00 0.610 23 56.00 57.00 0.856
8 41.00 42.00 0.897 24 57.00 58.00 0.816
9 42.00 43.00 0.994 25 58.00 59.00 0.837
10 43.00 44.00 0.871 26 59.00 60.00 0.898
11 44.00 45.00 0.816 27 60.00 61.00 0.859
12 45.00 46.00 0.969 28 61.00 62.00 0.903
13 46.00 47.00 0.782 29 62.00 63.00 0.853
14 47.00 48.00 0.995 30 63.00 64.00 0.747
15 48.00 49.00 0.890 31 64.00 65.00 0.978
16 49.00 50.00 1.004 32 65.00 66.00 0.851

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Figure 6.1: Characteristic Deflection (mm) along the Project road from Meerut Bulandshahr (NH-235)
DPR for rehabilitation and upgradation of NH stretches under
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Scott Wilson 6 - 8 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:

Pavement Composition
Soil samples were collected for their
Classification.

At Large pit locations following tests were conducted:

Pavement Composition
In-situ density test at sub-grade top by Core
Cutter method
Characterisation (grain size and Atterberg limits)
Laboratory moisture-density characteristics
Laboratory CBR (4-day soaked condition and swell)

6.4.1 Pavement Composition

For each test pit, the following information's were recorded:

Test pit reference (Identification number, location):
Pavement composition (material type and thickness):
Subgrade type (textural classification) and condition (dry, wet)

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

Sl No. Chainage (Km) Side
Composition
Total Thickness (mm)
Legend Layer Type Thickness (mm)
1 35+000 LHS
Bituminous 55
600
GSB Material 545
2 40+000 RHS
Bituminous 55
605
GSB Material 550
3 45+000 LHS
Bituminous 68
580
GSB Material 512
4 50+000 RHS
Bituminous 60
610
GSB Material 550
5 55+000 LHS
Bituminous 120
580
GSB Material 460
6 60+000 RHS
Bituminous 90
500
GSB Material 410
7 65+000 LHS
Bituminous 64
600
GSB Material 536

6.4.2 Insitu-density and moisture content

Sand Replacement method was adopted for obtaining the field density. Representative soil
samples were also taken from the core to establish moisture content. This method of determining
density is not applicable where non- cohesive sand is required to be tested. The test result of field
density and field moisture content is given in Table 6.9. Figure 6.2 and Figure 6.3 shows the
field dry density and field moisture profile along the project corridor in graphical way. The field
density and moisture content varies from 1.55 to 1.74 gm/cc and 6.7 % to 9.5% respectively. This
indicates that subgrade has moderate compaction state.

Table 6.9 - Field dry density
Sl.
No
Existing Chainage
(km)
Bulk Density
(gm/cc)
Moisture content
(%)
Dry Density
(gm/cc)
1 35+000 1.83 9.1 1.56
2 40+000 2.05 9.5 1.74
3 45+000 1.50 9.5 1.62
4 50+000 1.54 8.2 1.65
5 55+000 1.76 6.7 1.63
6 60+000 1.64 7.1 1.57
7 65+000 1.66 8.0 1.55

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6.4.3 Field CBR using DCP

The Dynamic Cone Penetrometer (DCP) is an instrument designed for the rapid in-situ CBR
measurement. When subgrade has different strengths, their boundaries can also be identified and
the thickness of the layers could be determined.

Correlation has been established between the measurements with DCP and the California
Bearing Ratio (CBR) so that results can be interpreted and compared with CBR specifications for
pavement design. The DCP tests are useful as an indicator of subgrade uniformity or variability,
both vertically and horizontally along the tested sections, and are valuable in identifying any
buried weak layers e.g. layers at high moisture content.

In the earlier work done by Vuurcn in 1969, Kleys and Van Heerden in 1983 and Smit and Pratt
also in 1983, graphs have been plotted between log of DCP value in mm / blow against log of
percentage CBR values. The relationship derived by Kleyn and Van Heerden is based on the
largest set of data and is mostly used in foreign countries. A computer program prepared by TRL
has been used for plotting field data and calculating the CBR values.

The DCP values are arrived from number of blows and depth of penetration, and Field CBR of
Figure 6.2- Field dry density in (gm/cc)
Figure 6.3- Field Moisture content (%)
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corresponding vales determined in accordance with Kleyn equation:

Log
10
(CBR) = 2.48 - 1.057 x Log
10
(mm/blow)

The field CBR values obtained from DCP tests are given in Table 6.10.

From the DCP results it is clear that the upper crust of the subgrade was far stronger than the
lower part. CBR values derived indirectly from DCP tests do not compare well with Laboratory
soaked-CBR results. There are a number of reasons for this anomaly viz.:
difference in density and moisture content of the soil in the two tests
greater influence of confining pressure in the DCP test
influence of minor obstructions, such as pieces of gravel, in the DCP test
DCP is a dynamic test while the laboratory CBR is a static test.

Table 6.10 - Field CBR value obtained from DCP Test

Sl.
No.
Existing
Chainage (km)
Side DCP Value in
(mm/blow)
Average
DCP
Value
CBR Value*
Layer 1 Layer 2
1 35+000 LHS 4.60 11.33 7.90 41
2 40+000 RHS 4.58 8.83 6.70 45
3 45+000 LHS 10.87 22.62 16.70 17
4 50+000 RHS 6.55 15.28 10.90 29
5 55+000 LHS 4.89 7.90 6.30 45
6 60+000 RHS 7.33 14.83 11.08 27
7 65+000 LHS 8.48 12.61 10.50 26
* TRL Equation - Log
10
(CBR) = 2.48 - 1.057 x Log
10
(mm/blow)

6.4.4 Characterisation of Subgrade

The details of all the tests carried out on subgrade for their Physical, Strength and Stability
Characteristics are given in Table 6.11.

Table 6.11: Different Tests carried out on Subgrade Soil.

Sl. No. Test Parameters Method Reference
1 Dynamic Cone
Penetration (DCP)
ASTM-D6951-03
2 Field Density IS:2720 (Part 28)
3 Water Content IS:2720 (Part 2)
4 Grain Size Analysis IS:2720 (Part 4)
5 Atterberg Limits IS:2720 (Part 5)
6 MDD-OMC
(Compaction)
IS:2720 (Part 8)
7 CBR IS:2720 (Part 16)
8 Free Swell Index IS:2720 (PART 40)

The laboratory test results consist of Gradation, Atterberg limits, compaction characteristics
(maximum dry unit weight and optimum moisture content relationship as per heavy
compaction), CBR(soaked), Free swelling etc. for the subgrade soils underneath the existing
pavement. The test results of subgrade soils are summarised in Table 6.12.

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Table 6.12: Test Results of Existing Subgrade Soil


Sl.
No.
Sample
Reference,
Existing CH. In
Km.
Grain Size Analysis ( % Passing by Weight) Atterberg Limits Soil
Classification as
per IS:1498
Laboratory Heavy
Compaction as per
IS:2720 (Part 8)
CBR
4 Day
Soaked at
OMC &
97% of MDD
Free
Swell
Index
in %
75
mm
19
mm
4.75
mm
2.0
mm
425

75

LL
%
PL
%
PI
%
MDD
(gm/cc)
OMC
in %
1 35+000 - 92.71 87.86 84.58 75.41 44.88 28.2 NP NP SM 1.76 14.20 6.90 6.70
2 40+000 - - 97.39 95.33 91.32 48.04 21.5 NP NP SM 1.97 9.60 6.50 7.14
3 45+000 - - 99.01 97.67 94.49 74.55 23.8 18.1 5.7 CL-ML 1.99 10.50 11.00 3.70
4 50+000 - - 97.72 96.29 93.21 41.17 23.6 NP NP SM 1.86 11.80 7.20 7.69
5 55+000 - - 99.12 98.81 97.65 67.81 24.6 NP NP ML 2.03 9.60 8.00 7.69
6 60+000 - - 93.44 89.77 83.12 56.70 22.9 17.0 5.9 CL-ML 1.98 9.50 10.30 15.38
7 65+000 - - 96.07 95.22 93.24 68.93 19.7 15.4 4.3 CL-ML 2.04 9.10 9.90 4.00









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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Engineering Surveys and Investigations
Scott Wilson 6 - 13 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 Location District State
Coarse Sand
1 Raipur Saharanpur Uttar Pradesh
Aggregate
1 Raipur Saharanpur Uttar Pradesh
RBM(River Bed Material)
1 Maidhuwala, Nazibabad Bijnor Uttar Pradesh

6.6 Inventory and Condition Survey of Culverts

There are total 67 culverts and out of these some are structurally in good condition which can be
widened. Some culverts being completely chocked and structurally in bad condition require
reconstruction. Detailed development proposal of the each culverts are given in Chapter 8.0:
Development Proposal. Type of culvert and their numbers are given in Table 6.14.:

Table 6.14 - Details of Culverts and Condition

Type of Culverts Number
Slab 20
Pipe 43
i) Dia < 0.90m 24
ii) Dia 0.90m 19
Brick Arch 4
Total Number of Culverts: 67


6.7 Bridges Investigations

Detailed inventory and condition survey of all bridges and culverts on the project road has been
carried out. Prior to carrying out inventory survey, details of existing structures were obtained
from the concerned department (what ever available) and they have been compared during site
inspection.

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Scott Wilson 6 - 14 January 2011
6.7.1 Bridge Inventory

There are total 7 numbers of bridges along the project road. Out of these, there are 1 major river
bridges, and 6 minor bridges. Their location, span arrangement and length and type of structure
are listed below in Table 6.15.

Table 6.15-Major and Minor Bridges along the Project Road

SL.
No.
Chainage
(km)
River /
Nalla
Span
arrangement
(No. x Span) m
C/W/ Total
Width (m)
Skew /
Curve /
Straight
Type of Structural
Elements
Major Bridges
1 40+545 Canal 3 x 25.0 7.60 Straight RCC Girder and Slab
Minor Bridges
1 36 + 570 Nala 4 x 8.5 6.40 Straight Brick Arch
2 41 + 590 Canal 3 x 10.0 7.20 Straight Brick Arch
3 58 + 610 Nala 4 x 2.5 9.80 Straight Slab
4 58 + 640 Nala 1 x 20.0 7.40 Straight RCC Girder and Slab
5 60 + 915 Nala 3 x 2.8 8.40 Straight Brick Arch
6 62 + 460 Canal 3 x 3.0 9.40 Skew Slab

6.7.2 Condition Survey of Bridges

Condition survey of all bridges at this stage has been carried out by visual observation. During
the initial inspection it was observed that due to non-maintenance over the years the structure of
all the deck slabs of major type of bridges has minor scaling. On the contrary the substructure
and foundations are in quite a good condition. The girders of some other bridges as shown in the
photographs show that they are in good condition.

In general the wearing coat and expansion joint have deteriorated to a great extent. Railing either
full or in part have been damaged. Vegetation growth has come up in almost all the bridge
because of non-maintenance / non-clearance of channel near the structure. Bearing in some
places are rusted and need cleaning and if required greasing.

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

Railway line intersects the project road section at two places; both of these locations are with in
the Hapur town. ROB is under construction for these Railway level crossings. NH-24 (Hapur
Bypass) intersects the project road with grade separated structure at Km. 34+190. List of the
railway level crossing are given in Table 6.16. Details of VUP crossing on the project road are
given in Table 6.17.

Table 6.16: List of Railway Crossing on the Project Road Section.

Sl. No Chainage (Km.) Number of Tracks Remark
1 29 + 900 Single ROB under Construction
2 30 + 400 Double ROB under Construction

Table 6.17: List of VUP on the Project Road Section

SL.No Chainage (Km.) Number of Lanes Span Arrangement Remarks
1 34 + 171 Four 2x10.5 On NH-24 Crossing








Annexure 6.1
Photos of Minor and Major Bridges









Annexure-6.1
Page 1 of 2





Minor Bridge at Km 58+610
Minor Bridge at Km 41+590
Major Bridge at Km 40+545 Minor Bridge at Km 36+570
Annexure-6.1
Page 2 of 2


Minor Bridge at Km 62+460
Minor Bridge at Km 58+640
Minor Bridge at Km 60+915









Chapter 7
Design Standards
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Scott Wilson 7 - 1 October 2010
7.0 DESIGN STANDARDS

7.1 Introduction

The section of the NH-235 under the scope of study starts from Meerut, km 0+000 and ends at
Bulandshahr, km 66+482. The existing facility is predominantly two lane bituminous
carriageway and it has to be widened to 4-Lane. The proposed rehabilitation and up-gradation is
to develop the existing road as a partially access controlled highway with divided carriageway
configuration in all respect.

This section describes the standards and principles based on which the various elements of the
project road are designed. The proposed standards are consistent with the parameters
recommended in the relevant standards of the Indian Roads Congress (IRC). The aim of this
chapter is to evolve, Design Standards and Material Specifications for the study primarily based
on IRC publications, MORT&H circulars, IRC:SP:84-2009 (Manual of Specifications and
Standards for four laning of National Highways Through public Private partnership) and to
recommend the same for concurrence/approval of NHAI. Where Indian standards are not
adequate or not available for design, International standards and specifications followed by
foreign countries are adopted.

7.2 Guiding Principles

While doing the design, the following important points have been taken into consideration:

The designed facility shall not become obsolescent before the design year.
Design shall be consistent and the standards followed for different elements shall be
compatible with one another.
The design shall cover all geometric aspects of road including signages, grade separated
structures, ROBs, etc.
The design will be done aiming at minimizing the vehicle operating cost including initial
cost, cost of maintenance etc.
The design will take into consideration the environmental, aesthetic and landscaping aspects
of the project road

7.3 Terrain Classification

Following terrain classification recommended by IRC-73 is adopted:

Terrain Classification Percentage Slope of the Country

Plain 0 10
Rolling >10 25
Mountainous >25 60
Steep >60

Short stretches (less than 1km) of varying terrain in the project stretch has not been taken into
consideration while deciding the terrain classification for the project road

The proposed alignment traverse through Plain and rolling terrain as per above classification and
thus geometric designs will be prepared based on IRC: 73-1980 for plain and rolling terrain.

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7.4 Design Speed

Design speed is the basic parameter, which determines the geometric features of the road. The
proposed design speeds for National and State Highway for different terrain categories as per
IRC-73 are as follows:

Terrain Categories Design Speed (km/h)
Ruling Minimum
Plain 100 80
Rolling 80 65
Mountainous 50 40
Steep 40 30

The design speed should preferably be uniform along a given highway. But variation in terrain
may make changes in speed unavoidable. Where this is so, it is desirable that the design speed
should not be changed abruptly, but in a gradual manner by introducing successive sections of
increasing /decreasing design speed so that the road users get conditioned to the change by
degrees.

7.5 Cross Sectional Elements

7.5.1 Road Land Width/ Right-of-Way (ROW)

Road land width (also termed as Right of way) is the land required for road purpose. Proposed
land width (ROW) for the Project road is 60 metre.

In high banks, deep cuts, unstable or landslide prone areas and at major intersections, wherever
the requirement for the ROW was felt to be greater than 45 metre, suitable measures have been
taken by providing retaining structures to restrict the ROW within 45 metre.

7.5.2 Cross-Sectional Requirement in Rural Sections

(i) Minimum Width of Median

(a) Raised Median with mountable kerbs as per IRC:86. .....4.5M

(ii) Width of Paved Carriageways on both side of median

(a) 2 lane carriageway with each lane 3.5m wide. ...7.0M

(iii) Median Side Paved strip adjacent to carriageway having same specification as main
carriageway

(a) Raised Median. ..0.25M

(iv) Paved shoulder on left side of the pavement having same specification as main carriageway
in plain and rolling terrain. ....1.5M

(v) Width of Earthen Shoulder......2.0M

(vi) Side Drain Cross section shall be designed to cater for effective drainage of estimated peak
hour run off

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(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%.

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7.7 Horizontal Alignment

7.7.1 Radii of Horizontal Curves

The minimum radii of the curve corresponding to the design speed have been provided as per
IRC stipulations. Adopting a maximum value of 5% for super elevation and 15% for side friction
factor, the minimum radius for horizontal curves works out as follows as per IRC: 38 / IRC SP-
48.

Terrain Categories Radius of horizontal curves (m)
Desirable Minimum
Plain 400 255
Rolling 255 170
Mountainous 100 65

It was our endeavour to provide the desirable radius on the curves. As per the codal requirement,
the minimum length of radius for the project is 170 metre. But where site conditions are
restrictive and to minimise major realignment, minimum length of radius adopted is 150 metre.
This minimum length of radius 150m is calculated based on design speed of 60 kmph, as per the
following equation:

( ) f e
V
R
+
=
127
2
min

Minimum Design Speed, V = 60 kmph
Maximum Superelevation, e = 0.05
Design coefficient of lateral friction, f = 0.15

7.7.2 Super elevation

The super elevation at curves is arrived by assuming that centrifugal force corresponding to
three-fourth the design speed is balanced by side friction and rest countered by side friction.

R V e 225 /
2
=

where :
V - Design speed in km/hr.
e - Super elevation in meter per meter
R - Radius in meters.
Superelevation obtained from the above expression is kept limited to maximum value of 5%

Method for attaining superelevation

Dual inner edge pivot of both carriageways at different chainage is used for attaining
superelevation. This pivot method pivots the dual carriageway about the inner edge strings of
both carriageways using different chainage, so that the central reservation levels are not changed.
The application of superelevation to the left and right carriageways will start (or end) at different
chainages, to ensure that the rate of change remains the same for both. The method is explained
in following figure.
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7.7.3 Transition Curves

The rate of change of super elevation considered was not steeper than 1 in 100. It is found that
transition curve lengths designed following IRC:73 are insufficient in four lane situations where
the carriageway is rotated about the median edge. Hence the following three formulae were used
for calculating the transition lengths and maximum value was adopted for design:


Ls = 2.7 V
2
/ R From IRC 73
Ls = 0.0215 V
3
/ CR
Ls = e x w x 100 considering rate of change of superelevation
Where :
R - Radius of curve in meters
V - Vehicle speed in Km/hour
Ls - Length of transition in meters
C - Rate of change of acceleration.
e - Rate of change of superelevation
w - Width of rotation in m

7.8 Sight Distance

Safe stopping sight distance, both in the vertical and horizontal directions was applied in design.
The sight distance values as per IRC recommendations are as follows:

Design Speed (km/h) Safe stopping sight distance (m)

100 180
80 130
65 90
50 60
40 45

7.9 Vertical Alignment

The vertical alignment of the carriageway will generally be compatible with the guidelines given
in the IRC and the maximum gradient at all structure approaches was restricted to 2%.

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At locations of grade break of 0.5%, vertical curves were provided.
The length of vertical curve was not less than 0.6V (kmph).
Numbers of PVI are not more than 4 in one km.
At locations of sight deficiency, at least Stopping Sight Distance (SSD) was provided.

7.9.1 Vertical Curves

Vertical curves were designed to provide for visibility at least corresponding to the safe stopping
sight distance. More liberal values were adopted wherever this is economically feasible. Valley
curves were designed for headlight sight distance. The K values for design control and the
minimum length of vertical curves are as follows:

Terrain
Categories
K value for summit
curves
K value for valley
curves
Minimum
length of curve
(m) Desirable Minimum Desirable Minimum
Plain 74 38 42 28 60
Rolling 38 18 28 18 50
Mountainous 8 5 10 7 30


7.10 Embankment

The height of the embankment was based on the final road level. The following guidelines were
followed for fixing the road level:

(i) The top of sub-grade is at least 1.0m above the high flood level/high water table/pond level.
Where it was found difficult to fulfil these criteria without needing reconstruction or raising in
substantial length, the criteria were relaxed depending on site condition, ensuring minimum
difference of 0.6 m between the top of sub grade and HFL/high water table/pond level

(ii) Side slopes were not kept steeper than 2H:1V. Where necessary the embankment was
retained by a retaining structure.

(iii) High embankment (height 6 m or above) in soil shall be designed from stability
considerations. For design of high embankment IRC:75 and MOSRTH-Guidelines for design of
High Embankment will be referred to.

7.11 Pavement Design

7.11.1 Subgrade

The subgrade whether in cut or fill should be well compacted to utilise its full strength and to
economise thereby on the overall thickness of the pavement required. The current MOSRTH
Specification for road and Bridge works, recommends that the subgrade shall be compacted to 97
% of dry density achieved with heavy compaction (modified proctor density) as per IS:2720(Part
8). Material used for subgrade construction should have the dry density of not less than 1.75
gm/cc.

For Design, the subgrade strength is assessed in terms of the CBR of the subgrade soil. CBR was
determined as per IS:720(Part 16). Materials in the CBR test was compacted to the minimum
97% of heavy compaction and the specimen was soaked in water for a period of four days prior
to testing.

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Scott Wilson 7 - 7 October 2010
The design was based on the CBR value of the weakest soil type proposed to be used for
subgrade construction or encountered extensively at subgrade level over a given section of the
road, as revealed by the soil survey.

7.11.2 Type of Pavement

Flexible bituminous pavement will be adopted for the project stretch except at Toll plaza location
where Rigid Cement concrete pavement will be adopted.

7.11.3 Design Traffic

Pavement of the main highway is designed for the cumulative number of standard axles of 8.16
tones over the design life of 15 years. The cumulative axle load for the purpose of design shall
not be less than the number of standard axles obtained if the base year traffic is cumulated at a
rate of growth calculated based on the elasticity procedure outlined in IRC: 108-1996
Guidelines for Traffic Prediction on Rural Highways. In the elasticity approach, a relationship
is established between traffic and socio-economic indicators of influence area.

7.11.4 Design Procedures

(a) Flexible Pavements
The new flexible pavement shall be designed in accordance with IRC:37: 2001

b) Rigid Pavements
The new rigid pavement shall be designed in accordance with IRC:58: 2002

7.12 Service Roads

Local traffic in buitup area needs to be separated with provision of service roads. Built up area
shall mean all sections of the project highway, which are within the limits of municipal town and
shall also include those sections having continuous length of 200m or more in non-municipal
areas where dwellings/shops have been built on one or both side of the project highway on at
least 50 percent of the total length of each section.

The spacing between two consecutive entry and exit ramps for the service road has not been kept
less than 500m.

(a) Type of Pavement: Bituminous
(b) Design Traffic: 20% of the main highway
(c) Width: Carriageway: 5.5m
(d) Extra Widening: To be provided at flares for underpass approaches, adequate turning radius,
U-turn facility etc. as per requirement.

7.13 Geometric Design Requirements of additional features:

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


(b) Vehicular Underpass:
Width: 7.5m minimum
10.5m (with footpath of 1.5m on both sides) desirable
Vertical Clearance: 5.0m
(c) Pedestrian/ Cattle Underpass:
Width: 4.0m minimum
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Scott Wilson 7 - 8 October 2010

Vertical Clearance: 2.5m

(d) At Grade Intersection: At-Grade intersections have been designed as per IRC SP:41 and
layout as per MOST Type Design for intersections on National Highways. However, these typed
designs have been modified to provide for right turning lanes in the median, dropped kerbs and
gap in channeliser to facilitate pedestrian crossing.

(e) Grade Separated Intersection: Layout and design of Grade separated intersection has been
made as per IRC :92 , keeping in view the site requirement.

7.14 Geometric Design Control

The detailed design for geometric elements covers, but not limited to the following major
aspects:

- Horizontal alignment
- Longitudinal Profile
- Cross-sectional elements
- Junctions, intersections and Interchanges
- Service road on either sides of carriageway


7.15 Roadway Width at Cross-Drainage Structures

7.15.1 Culverts

The culverts will be built to the same width as the flanking roadway and have been designed
following IRC: SP-13.

7.16 Design Standards for Structures

7.16.1 General

This section deals with the standards to be adopted vis--vis for ROBs, flyovers, bridges,
underpasses and culverts. It also provides for the type of materials and their specifications that
would be adopted for the above structures, the loads and forces to be considered.

It is intended that the project road will accommodate 4-lane traffic (2-lane divided) at present and
to be widened to 6 lanes at a later stage if required.

The design standards for bridges has been worked out on the basis of recommendations regarding
loading and material strength characteristic contained in the current bridge design practices and
are contained in the relevant IRC standards. The aspects regarding geometry and structural
design of various components and settlement effects formed main considerations for design of
bridges.

The design of bridges is based on various parameters and data such as design discharge of
stream, HFL, scour level, characteristic of stream/river, sub-soil type, selection of site, etc. The
selection of proper bridge site, computation of design discharge, bearing capacity and
characteristic of soil are required to conceptualize a new bridge. The carriageway width,
footpaths, crash barrier are provided as per MOSRT&H guidelines. Based on all these data, type
of bridge, length of bridge, height of bridge, type of foundation whether shallow or deep is
decided. Two or three alternatives of bridge superstructure and sub-structure are conceived and
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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.

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The cross sectional details of the bridge are as shown in figure 8.15. As shown in the figure the
outer to outer of crash barrier or handrail and crash barrier is 10.25m. The structural width for all
new bridges will be kept same and the entire formation width will be carried out on to the
structure.

Any existing bridge of width less than 7.5m will be widened to 10.25m if possible. In case of
new 4 lane bridges, there shall be two independent bridges with the overall deck width equal to
10.25m separated by the median width of 4.5m (inner to inner of crash barrier)

Median width

The width of median in the bridge portion shall be kept same as that of approaches .

7.16.4 Type of Super structure

When the length of the new bridges is less than 60m, the alignment of bridges is governed by
alignment of the road. Considering small spans ranging from 9.0m to 25.0m (centre to centre of
expansion gap) RCC T-beam and Slab type superstructure has been adopted here for overall
economy, and easy and rapid construction. The following types of superstructures have been
considered though in some cases RC Solid Slab type superstructure has been considered at end
span to adjust total bridge length and linear waterway.

Type of Superstructure Span Length(c/c exp. Gap)

i) RC Solid Slab Up to 10.0m
ii) RCC TBeam & Slab 10.0 to 26.0 m
iii) PSC I-girder 20.0 to 40.0m
iv) Box girder 30 to 60.0m

The depth of superstructures has been decided based on structural considerations. Keeping in
view the minimum vertical clearances above HFL, the road formation levels have been achieved.

7.16.5 Specification for Material

a) Concrete

The grade s of concrete will be either equal to or higher than those prescribed in IRC: 21-2000.

i) Concrete Grades for various structural elements.

Grade of concrete in various structural elements shall be for moderate conditions of exposure.

Superstructure
PSC Members M40
RCC T-Girder and Deck Slab M35
RCC Solid Slab M30
RCC Crash Barriers M40

Substructure
RCC substructures and foundations M35
All PCC non structural members M15

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Pedestals for bearings
Pot M40
Elastomeric M35

b) Steel

This shall conform to provisions given in IS: 1786, IS: 423 (Part I).

i) Reinforcement Steel

This will be;
High yield strength deformed bars conforming to Fe 415/TMT.
Mild steel shall be of grade Fe 240.

ii) Prestressing Steel

These should conform to IS: 6006.

System: 19K13 or 12T13 low relaxation multiple strands system
Cables: 19K13 or 12T13 low relaxation with strands of 12.7m nominal diameters.
Sheathing: 90mm OD HDPE/ metal sheathing duct.

c) Bearings

i) POT cum PTFE Bearings

POT cum PTFE bearings shall be provided conforming to IRC provisions.

d) Expansion Joints

Elastomeric strip seal type expansion joints shall be provided on all the bridges as per Clause No.
2607 of MORT&H specification for road and bridge works and interim specifications for
expansion joints issued subsequently vide MORT&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 - 2.5 t/cu.m
Reinforced Concrete - 2.4 t/cu.m
Plain Cement Concrete - 2.2 t/cu.m
Structural steel - 7.85 t/cu.m
Dry Density of Backfill Soil - 2.07 t/cu.m
Saturated Density of Backfill Soil - 2.2 t/cu.m

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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 : o = 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.
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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Scott Wilson 7 - 13 October 2010

iv) Centrifugal Forces

For the road bridges situated on curve centrifugal forces shall have to be calculated as per the
provisions of Cl.215 of IRC: 6 for a design speed applicable at horizontal curves.

v) Wind Effect

Structures shall be designed for wind effects as stipulated in Cl. 212 of IRC:6. The wind forces
shall be considered in the following two ways and design shall be governed by the one producing
the worst effect.

a. Full wind forces at right angles to the superstructure

b. 65% of wind force as calculated in (i) above acting perpendicular to the superstructure and
35% acting in traffic direction.

vi) Seismic Effect

The road stretch is located in in Seismic Zone-III as per the revised seismap of India(IS:1893-
2002). The seismic forces will be calculated as suggested by the modified clause for the interim
measures for seismic provisions (Cl.222 of IRC:6-2000) published in Indian Highways, dated
28
th
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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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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iv) Buoyancy

100% buoyancy shall be considered while checking stability of foundations irrespective of their
resting on soil/weathered rock/or hard rock. However, the maximum base pressures shall also be
checked under an additional condition with 50% buoyancy in cases where foundations are
embedded into hard rock. Pore pressure uplift limited to 15% shall be considered while checking
stresses of the substructure elements.

f) Load Combinations to be considered in Design

All members shall be designed to sustain safely the most critical combination of various loads
and forces that can coexist. Various load combinations as relevant with increase in permissible
stresses considered in the design shall be as per Cl. 202 of IRC:6 and Cl. 706 of IRC:78.

In addition, the stability of bridge supporting two superstructures (with an expansion joint) shall
be checked under one span dislodged condition also.

g) Exposure Condition

Moderate exposure conditions shall be considered while designing various components of the
bridge.

h) Design Codes

The main design criteria shall be to evolve design of a safe structure having good durability
conforming to the various technical specifications and sound engineering practices.

Various Codes of Practices referred shall be as under :

i) IRC:5-1998
ii) IRC:6-2000 alongwith the latest amendments i.e. upto 28
th
May, 2009
iii) IRC:18-2000
iv) IRC:21-2000
v) IRC:22-2000
vi) IRC:45-1972(reprint 1996)
vii) IRC:78-2000
viii) IRC:83-1982 (Part I)
ix) IRC:83-2000 (Part II)
x) BS 5400 Part IX (For design of POT/POT-PTEE Bearings)
xi) IS 1893-2002 (Part-I)

i) Load combinations

The various load combinations to be considered will be as per the provision of IRC:6-2000.

7.16.7 Design Methodology

Superstructure

General

The superstructure is designed for various combination of Class A load and 70R load, severest of
these load combination are chosen for design. The method of analysis and design of
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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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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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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Substructure and Foundation

Piers

Pier will be wall/circular type with cantilever fixed at base, which is taken as top of foundation.
The sections at various levels will be checked as sections subjected to axial thrust and bi-axial
bending. In addition to dead load and live loads from superstructure, the pier substructure and its
foundation will be designed for the loads due to seismic/wind and water current forces as
appropriate.

Abutment

Abutments will be of non-spill through type. These shall be designed resting on open
foundations, pile foundations or well foundations as per requirement and may have cantilever
returns at top. In case the cantilever returns become too long independent RCC retaining walls
shall be provided. For height of abutments greater than 8.0m counter forts shall be provided.

Open foundation for piers and abutments shall be designed in reinforced concrete. The stability
checks shall be carried out as per relevant IRC Codes.

Foundation

Foundation of bridge / ROB is to be conceptualized after evaluation of subsoil data such as type
of soil and its safe bearing capacity at foundation level for abutment/pier/return-wall and
footings. Thereafter suitable type of foundations is to be provided with respect to soil and type of
superstructure. Adequacy of the size and depth of foundation will be ensured for the satisfactory
performance of the structure. The structural design of the foundation is to be designed as per the
latest computerized modeling. Particular attention is paid to stability checks and corresponding
safety factors.

Open Foundation.

Design of isolated open foundation shall be based on complete sub soil investigations. The
allowable bearing pressure shall satisfy the provisions contained in the clause 708 and the
minimum foundation depth shall not be less than that specified in Clause 705 of IRC: 78-2000.

The selection of the appropriate type of open foundation (counterfort type or cantilever type)
depends on the magnitude and disposition of structural loads, allowable bearing capacity etc.
However, if rock strata are encountered at shallow depth, it will be preferable to adopt open
foundation to pile foundation.

Deep Foundations

In case of large scour depths and unavailability of rock at shallow depth deep foundation shall be
provided. This may be pile foundation or well foundation depending on vertical load, horizontal
load, bending moment and soil strata. Cast in situ Pile foundation up to 1.2m dia can be
constructed fast and are more suitable if the total length of pile is up to 25.0m, pile can also be
seated on hard rock, guidance can be taken from appendix-5 of IRC 78-2000. Beyond 30.0m
depth of foundation, well foundation shall be adopted as they can carry large horizontal loads and
bending moments compared to pile foundations. Choice of foundation between pile and well
shall depend on their relative merits and demerits with respect to loads and soil strata.

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Design Standards
Scott Wilson 7 - 17 October 2010
Load & Stresses

In meeting the broad scope of the assignment as outlined, our methodology is as under.

Independent assessment of the loading will be made on each component of structure and possible
combination of these loading in line with IRC: 6-2000 will be made for designing the various
components of the bridge structure at various stages of construction. These loading and loading
combinations will be compared with other IRC codal provisions also wherever applicable.

Permissible stresses under various combinations of loading are different. These permissible
stresses are given in IRC 6 and these will be followed. It will be ensured that these are never
exceeded .If a particular component is appreciably under stressed then relevant sections will be
revised and reduced in the interest of the economy.

7.16.8 Quality Assurance

A system of quality control is implemented for the detailed structural design:-

For a new bridge various data required i.e. hydrological data and sub-soil investigation are
assessed accurately. The loads and stresses are calculated from the dimensions of structures and
worst combinations of loading during the construction and after the completion of construction
likely to be imposed on the structure are considered. International codes are referred where IRC
Codes are silent. We therefore intend placing a team of proven competence to handle this
assignment for its successful implementation.

It is ensured that design and drawings of best standard are produced. It implies laying down
controls and checks at every stage of designs process and detailing of drawings, so that these are
accurate and as per site requirements. In the design of bridges / ROB, the hydrological and sub-
soil data obtained from the field is very important as the designs are based on such data and no
any laxity in data collection is permitted. The length of bridge required, HFL, scour level,
founding level are fixed according to above data. The type of superstructure, substructure and
span arrangement is fixed to obtain an optimum cost of bridge. More than one alternative is
studied and the most economic and satisfactory one is selected.

The type and depth of foundations are entirely dependent on type of sub-soil. Designer has to see
that the foundations are adequately designed to take-up the loads coming on them.

7.17 Standards for Interchanges

Interchanges at major intersections will be proposed if found necessary and economically
feasible. The design standards for the interchange elements will be as follows:

a) Design Speed

The proposed design standards for this element is as under:

Terrain Design Speed for Interchange Elements (km/hr)
Left-turning ramps Right turning ramps/loops
Plain/Rolling
Ruling 90 50
Minimum 70 50
Mountainous
Ruling 50 40
Minimum 40 30
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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Scott Wilson 7 - 18 October 2010

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

b) Radius and Sight Distance

Description Design Speed (Kmph) Radius (m) Stopping Sight Distance (m)
Desirable 80 230 130
Minimum 60 130 80

The desirable values are normally meant for direct ramps and diagonal connections, whereas the
minimum values are for loops.

c) Gradient

Maximum gradients proposed are:

Desirable = 3%
Absolute = 5%

The vertical gradient is limited to 2% at ROB / Flyover locations.

The gradients at a particular interchange are dependent upon a number of factors and will be
considered in detail. For downgrade ramps, steeper gradients will be avoided as far as possible.

d) Summit and Valley Curves for Interchanges

Both summit and valley curves would be designed for stopping sight distance subject to a
minimum length equal to 0.6 V, where V = Design Speed in km/h.

e) Cross-Sectional Elements

The desirable carriageway width for two lanes is 7.5 m. The width of paved shoulders would be
1.5 m on either side. The recommended crossfalls are 2.5% and 3% for carriageway and
untreated shoulder portions respectively.

f) Length of the Speed Change Lanes

The length of the speed change lanes for interchanges recommended are:

Description
Design
Speed
(km/h)
Radius
(m)
Stopping
Sight
Distance (m)
Speed Change Lane
Acceleration Lane
(m)
Deceleration Lane
(m)
Ramp 80 230 130 300 130
Loop 60 130 80 400 150

g) Illumination

The interchanges will be illuminated by high mast lighting.

7.18 Standards for At-Grade Intersections

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

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Scott Wilson 7 - 19 October 2010
7.19 Traffic signs and Road Markings

The design of traffic signs and road marking shall be done according to the IRC standards.
Where necessary AASHTO standards will be used to augment the IRC standards.

Following is the list of IRC standards, which will be followed:

IRC: 30-1968 - Standard letter and numbers of different heights for NH signs
IRC: 35-1997 - Code of practice for Road markings
IRC: 67-2001 - Code of practice for Road Signs
IRC: 79-1981 - Recommended Practice for Road delineators
IRC: 93-1985 - Guidelines and design
IRC: SP-31-1991 - New Traffic Signs
IRC: SP: 55-2001 - Guidelines for Safety in Construction Zones

Adequate safety measures have been considered on the design of the project road. These are
indicated as below:

Crash barriers
Reflectors
Proper superelevation and radii of curvature
Traffic signages
Lighting
Drainage
Seismic Stoppers for bridge structures

The safety during construction is achieved by providing

Signs (regulatory, warning and direction)
Delineators
Traffic cones and cylinders
Drums
Barricades
Flagmen










Chapter 8
Development Proposals
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 1 January 2011
8.0 DEVELOPMENT PROPOSALS

8.1 General

The project road NH-235, starts from Meerut Town (Km. 0+000) and ends at Bulandshahr town
(Km. 66+482). Project road section traverses through three districts of the Uttar Pradesh, viz.
Meerut, Ghaziabad and Bulandshahr. The nodal towns on the stretches are Meerut, Hapur,
Gulaothi and Bulandshahr.

The project was initially conceived and awarded to prepare detailed project report for
upgradation and rehabilitation of Meerut Bulandshahr section of NH-235 to 2-lane with paved
shoulder configuration. However, traffic survey and analysis reveals that currently between
Meerut to Hapur the total traffic is 23713 PCU while between Hapur to Bulandshahr total traffic
volume count is 24172 PCU, which as per Clause 2.16 of IRC: SP:73-2007 do not warrant for 2-
lane. As per Clause 2.17 of IRC: SP: 84-2009, the project road warrants for a four lane highway
with level of service B. Both MORT&H and NHAI officials were made aware of this scenario
in the meeting held at MORT&H on 10
th
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 14
th
September 2010.

At the beginning of the project inside the Meerut town from km 0+000 to km 7+469 the existing
project road is already developed as a four-lane highway with divided carriageway. Hence,
considering all these factors, the development proposal for the Meerut-Bulandshahr section of
NH-235 is framed with the concept of 4-lane configuration highway from km 7+469 to km
66+482.

8.2 Alignment and Geometry

The stretch of the NH-235 under the scope of study runs predominantly through plain terrain and
the existing horizontal and vertical geometry is quite adequate with respect to the proposed
design standard. The horizontal geometric design is done ensuring maximum usage of exiting
pavement in rural stretches and maximum utilization of ROW and minimum fresh land
acquisition in urban stretches. The design standards as stated in Chapter 4 would be ensured with
a realistic compatibility with the existing pavement, ROW and utilities.

8.3 Cross Sectional Details

8.3.1 Lane Width

The width of a basic traffic lane is proposed to be 3.50m. Thus, for 2-lane the carriageway widths
will be 7.0m. In case of the divided cross-section, a 0.25 m wide edge strip with a composition
same as that of the adjacent pavement will be provided as compensation for kerb shyness.

8.3.2 Paved Shoulders

Full strength pavement for paved shoulder is proposed. Width of these shoulders will be 1.50m in
rural sections. However in urban section the width has been increased to 2.0m. These will
provide better traffic operations, lower maintenance cost and will help to directly use these as
part of carriageway when the road is widened in future

8.3.3 Earthen Shoulders

Earthen shoulders are proposed to be 2.0m wide on either side of the proposed main carriageway
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Scott Wilson 8 - 2 January 2011
for rural pain and rolling terrains. If site condition warrants, the width can be reduced to 1.50m
for urban /built-up sections.

8.3.4 Median

In rural stretches, the project road will have raised median and its width is proposed to be 4.50m.
However in urban stretches 1.5m wide median with pedestrian guard rail has been proposed. The
medians will be edged with 250 mm high non-mountable concrete kerbs.

8.3.5 Service Road

Where Service road is provided, it will be of 5.5m carriageway width of different pavement
composition based on the expected traffic. The minimum width of separation between main
carriageway and service road is proposed to be 1.50m.

8.3.6 Footpath

Where footpath is proposed, minimum width of footpath will be of 1.50m. The side drain in such
stretches will be accommodated under the footpath.

8.3.7 Utility Corridor

Minimum width of utility corridor for rural sections will be 2.0m and for urban/ built-up sections
will be 1.00m.

8.3.8 Side Slopes

For fill sections, the following side slopes are proposed:


Embankment height up to 3.0 m - 2H:1V and Considering the Embankment
material Property
Embankment height from 3.0 m to 6.0 m - 2.5H:1V and Considering the Embankment
material Property
Embankment height exceeding 6.0 m - To be designed as per material property and as
per IRC: 75
Cutting sections - 1H: 1V and with considering the material
property of the cutting material.

8.3.9 Crossfall

The crossfall for the pavement and paved shoulders will be 2.5%. For earthen shoulders and
median the corresponding value will be 3.0 %.

8.3.10 Proposed ROW

A uniform ROW of 60m width has been considered irrespective of the type of abutting land use
for the proposed roadway, except at urban sections having restricted availability of land on either
side of the project road. In such cases, proposed ROW is kept as 45m.

8.3.11 Cross Section

The typical cross sections to be followed in the project stretch are detailed as below:
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Scott Wilson 8 - 3 January 2011

TCS-I: 4-lane Eccentric Widening in rural stretches
TCS-IA: 4-lane Eccentric Widening in Built-up stretches
TCS-II: 4-lane Concentric Widening in restricted ROW stretches
TCS-III: 4-lane Concentric Widening in built-up stretches having restricted ROW
TCS-IV: 4-lane Concentric Widening in pavement reconstruction stretches
TCS-V: 4-lane Bypass / Realignment
TCS-VI: 4-lane Approach for VUP / Bridges on Bypass / Realignment without RE Wall
TCS-VII: 4-lane Eccentric Widening at Bridge Approaches
TCS-VIII: 4-lane ROB Approach on Bypass with RE Wall
TCS-IX:
4-lane Widening of Slip Road of existing Flyover / VUP on existing Hapur
Bypass of NH-24

Figures 8.1 to 8.9 shows the typical cross sections to be followed on the project stretch.
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Scott Wilson 8 - 4 January 2011
Figure 8.1: Typical Cross Sections - I
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 5 January 2011
Figure 8.1A: Typical Cross Sections - IA
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 6 January 2011
Figure 8.2: Typical Cross Sections - II
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 7 January 2011
Figure8.3:TypicalCrossSections III
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 8 January 2011















Figure 8.4: Typical Cross Sections - IV
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 9 January 2011


















Figure 8.5: Typical Cross Sections - V
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 10 January 2011
















Figure 8.6: Typical Cross Sections - VI
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 11 January 2011


















Figure 8.7: Typical Cross Sections - VII
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 12 January 2011










Figure 8.8: Typical Cross Sections - VIII
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 13 January 2011





Figure 8.9: Typical Cross Sections - IX
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 14 January 2011

8.4 Widening Scheme

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












































DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 15 January 2011

Table 8.1: Tentative Widening Scheme

Existing Chainage
Existing
Length
(m)
Design Chainage
Proposed
Length
(m)
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
Improvement Proposals
Cross-
Section
Type
Remarks
From To From To Left Lane Right Lane
7+469 10+200 2731 7+469 9+500 2031 60 4.5
Eccentric on
RHS
Functional
Overlay
New
Construction
TCS-IV
10+200 12+100 1900 9+500 12+100 2600 45 4.5
Concentric
Widening
Widening &
Overlay
Widening &
Overlay
TCS-II
12+100 14+350 2250 12+100 14+800 2700 60 4.5
Phaphunda
Bypass (New
Construction)
New
Construction
New
Construction
TCS-V
14+350 16+850 2500 14+800 17+300 2500 60 4.5
Eccentric on
RHS
Functional
Overlay
New
Construction
TCS-IV
16+850 17+250 400 17+300 17+700 400 60 4.5
Eccentric on
LHS
New
Construction
Functional
Overlay
TCS-IV
17+250 20+250 3000 17+700 20+900 3200 60 4.5
Kharkhauda
Bypass (New
Construction)
New
Construction
New
Construction
TCS-V
20+250 22+750 2500 20+900 23+400 2500 60 4.5
Eccentric on
RHS
Functional
Overlay
New
Construction
TCS-IV
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 16 January 2011
Existing Chainage
Existing
Length
(m)
Design Chainage
Proposed
Length
(m)
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
Improvement Proposals
Cross-
Section
Type
Remarks
From To From To Left Lane Right Lane
22+750 34+171 11421
23+400 28+140 4740 60 4.5
Hapur Bypass
(New
Construction)
New
Construction
New
Construction
TCS-V
Kaili and
Hapur
Bypass on
LHS
28+140 28+440 300 60 4.5
VUP on
Bypass (New
Construction)
New VUP New VUP TCS-VI
28+440 31+100 2660 60 4.5
Hapur Bypass
(New
Construction)
New
Construction
New
Construction
TCS-V
31+100 32+100 1000 60 4.5
ROB on
Bypass (New
Construction)
New ROB New ROB TCS-VIII
32+100 34+600 2500 60 4.5
Bypass (New
Construction)
New
Construction
New
Construction
TCS-V
34+600 35+456 856 60 4.5
On either side
of the Flyover
on Hapur
Bypass of
NH-24
Widening &
Overlay
Widening &
Overlay
TCS-IX
Widening
of Slip
Road at
Flyover on
Nhpaur
Bypass of
NH-24
35+456 38+978 3522
Existing
Hapur Bypass
on NH-24
No
Improvement
No
Improvemen
t
OUT OF
SCOPE
OUT OF
SCOPE
38+978 39+350 372 60 4.5
On either side
of the
existing VUP
on Hapur
Bypass of
NH-24
Widening &
Overlay
Widening &
Overlay
TCS-IX
Widening
of Slip
Road at
Flyover on
Nhpaur
Bypass of
NH-24
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 17 January 2011
Existing Chainage
Existing
Length
(m)
Design Chainage
Proposed
Length
(m)
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
Improvement Proposals
Cross-
Section
Type
Remarks
From To From To Left Lane Right Lane
34+171 34+930 759 39+350 40+050 700 45 4.5
Concentric
Widening
Reconstruction
Reconstructi
on
TCS-II
34+930 35+900 970 40+050 41+030 980 60 4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
35+900 38+000 2100
41+030 41+492 462 60 4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
41+492 41+924 432 60 Varies
Eccentric on
LHS with
Bridge
Approach
New
Construction
New
Construction
TCS-VI
41+924 43+130 1206 60 4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
38+000 39+000 1000 43+130 44+230 1100 45 4.5
Concentric
Widening
Reconstruction
Reconstructi
on
TCS-II
39+000 41+000 2000
44+230 45+429 1199 60 4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
45+429 45+924 495 60 Varies
Eccentric on
RHS with
Bridge
Approach
Widening &
Overlay
New
Construction
TCS-VII
45+924 46+131 207 60 4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 18 January 2011
Existing Chainage
Existing
Length
(m)
Design Chainage
Proposed
Length
(m)
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
Improvement Proposals
Cross-
Section
Type
Remarks
From To From To Left Lane Right Lane
41+000 43+800 2800
46+131 46+507 376 60 4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
46+507 46+940 433 60 Varies
Eccentric on
LHS with
Bridge
Approach
New
Construction
New
Construction
TCS-VI
46+940 48+930 1990 60 4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I
43+800 44+650 850 48+930 49+800 870 60 4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
44+650 50+500 5850
49+800 51+445 1645 60 4.5
Gulaothi
Bypass (New
Construction)
New
Construction
New
Construction
TCS-V
51+445 52+045 600 60 4.5
VUP on
Bypass (New
Construction)
New VUP New VUP TCS-VI
52+045 55+555 3510 60 4.5
Gulaothi
Bypass (New
Construction)
New
Construction
New
Construction
TCS-V
55+555 56+155 600 60 4.5
VUP on
Bypass (New
Construction)
New VUP New VUP TCS-VI
56+155 57+375 1220 60 4.5
Gulaothi
Bypass (New
Construction)
New
Construction
New
Construction
TCS-V
50+500 51+300 800 57+375 58+215 840 45 1.5
Concentric
Widening
Reconstruction
Reconstructi
on
TCS-II
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 19 January 2011
Existing Chainage
Existing
Length
(m)
Design Chainage
Proposed
Length
(m)
Proposed
ROW
(m)
Median
Width
(m)
Side of
Widening
Improvement Proposals
Cross-
Section
Type
Remarks
From To From To Left Lane Right Lane
51+300 61+100 9800
58+215 65+465 7250 60 8.0
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
65+465 65+875 410 60 Varies
Eccentric on
RHS with
Bridge
Approach
Widening &
Overlay
New
Construction
TCS-VII
65+875 67+745 1870 60 4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
67+745 68+155 410 45 Varies
Eccentric on
RHS with
Bridge
Approach
Widening &
Overlay
New
Construction
TCS-VII
61+100 61+600 500 68+155 68+605 450 45 1.5
Concentric
Widening
Reconstruction
Reconstructi
on
TCS-III
61+600 62+900 1300
68+605 69+230 625 60 4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
69+230 69+675 445 60 Varies
Eccentric on
RHS with
Bridge
Approach
Widening &
Overlay
New
Construction
TCS-VII
69+675 69+805 130 60 4.5
Eccentric on
RHS
Widening &
Overlay
New
Construction
TCS-I
62+900 65+695 2795 69+805 72+625 2820 60 4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I

65+695 66+060 365 72+625 73+020 395 60 4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-IA
66+060 66+482 422 73+020 73+512 492 60 4.5
Eccentric on
LHS
New
Construction
Widening &
Overlay
TCS-I


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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 20 January 2011
The widening scheme can be summarised as given in Table 8.2.

Table 8.2: Summary of Widening Scheme

TCS Description
Design
Length (m)
TCS-I 4-lane Eccentric Widening in rural stretches (4.5 to 8m wide median) 20477
TCS-IA 4-lane Eccentric Widening in Built-up stretches 395
TCS-II 4-lane Concentric Widening in restricted ROW stretches 4400
TCS-III
4-lane Concentric Widening in built-up stretches having restricted
ROW
450
TCS-IV
4-lane Concentric Widening with functional overlay over existing
pavement
8271
TCS-V 4-lane Bypass / Realignment 22175
TCS-VI 4-lane Approach for VUP / Bridge on Bypass/Realignment 2365
TCS-VII 4-lane Eccentric Widening at Bridge Approaches 1760
TCS-VIII 4-lane ROB Approach on Bypass 1000
TCS-IX
4-lane Widening of Slip Road of existing Flyover / VUP on existing
Hapur Bypass of NH-24
1228
Total 62521
Length of existing Hapur Bypass to be used as a part of this project, which
has been kept out of the scope of development proposal of this project 3522
Total Project Length 66043

All the above schemes are general policy decisions but will be dependent on the precise
geometric configuration, realignment, re-sectioning, reconstruction, exact land widths available
etc. which will be closely looked during the DPR stage.

8.5 Proposal for Bypasses

The existing section of NH-235 from Meerut to Bulandshahr passes through number of town and
villages. In general, bypasses are proposed where section of the road passes through heavily
built-up area on both side, have very poor geometry and where availability of land width is not
sufficient for accommodating the improvement proposal. With these considerations, at the draft
Feasibility stage bypasses for Hapur and Gulaothi towns were proposed. However, after
discussions with NHAI officials and subsequent site visit and also as per comments received
from R.O., NHAI and PD, Meerut, vide letter no. 19014/1/RO/Lko/2009/2394 dated 9
th
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.


DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 21 January 2011
8.5.2 Kharkhauda Bypass

The dense rural settlement of the Kharkhaunda village starts at km 18+200 and ends at km
19+400, with average available land width between building line being around 32m. The
improvement proposal of this section to 4 lane configuration with proposed ROW of 45m, will
result in major rehabilitation and resettlement measures. Therefore, keeping in view of the larger
social concerns a bypass is proposed on the left hand side of the existing road with an
approximate proposed length of 3.2 km, starting at existing km 17+250 and ending at km
20+250. A tentative alignment proposal of the bypass is shown in Figure 8.10B.


8.5.3 Hapur Bypass

The dense urban settlement of the Hapur town starts from km 26+400 and continue up to km
34+000. However, between 23+600 to 24+600 settlements of village Kaili extends the effective
built-up stretch. The existing project road first enters Kaili village and then the heavily congested
Hapur town from North direction and leaves toward South-East direction.

The proposed bypass on the left hand side of the existing road, shall take-off from km 22+750
and after skirting several pockets of settlements the bypass shall meet the junction of existing
Hapur Bypass of NH-24 with the old NH-24, where a flyover is being constructed. From this
point onwards, traffic travelling from Meerut to Bulandshahr on this proposed bypass shall
follow the existing NH-24, Hapur Bypass before again re-entering NH-235 at existing km
34+171, where also a Vehicular Underpass already exists. Salient Features of the proposed
bypass alignment is presented in Table 8.3 and a tentative alignment is shown in Figure 8.10 C.

Table 8.3: Salient Features of proposed Hapur Bypass

Sl
No.
Item Description
1 Length of new bypass 12.428 km
2
Length of existing Hapur
Bypass (NH-24) to be used
3.522 km
3 No. of new Structures 1 no. ROB & 1 no. VUP
4 Special Features
a) Around 800m of the new alignment at proximity to
River Kaili will require adequate protection work.
b) The junction of NH-235 with the existing Hapur
bypass (NH-24) where a flyover is under
construction on the existing Hapur Bypass, has to be
signalised to ensure proper channelling of traffic
movements.
5 Land use Agricultural
6 Proposed ROW 60m
7
Junction of New Bypass
with existing Hapur Bypass
of NH-24
At-grade : Signalised
8
Junction of Hapur Bypass
of NH-24 with the existing
NH-235
Existing VUP with Slip road shall facilitate the traffic
movement to and from NH-235
9
Existing Slip Road at
approach to Flyover and
VUP on existing Hapur
Bypass of NH-24
Existing Slip road on each side shall be widened from
intermediate lane to 2-lane in each direction


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Scott Wilson 8 - 22 January 2011
8.5.4 Gulaothi Bypass

Dense habitation of Gulaothi town has developed along the existing NH-235 for a length of
around 3 km between km 46 to km 49. Therefore, as per IRC: SP: 84-2009 a four lane divided
carriageway with both side service road to segregate the movement of local traffic from through
traffic is necessary. This necessitates availability of a minimum land width of 46.5m. However,
the average existing width between building lines on either side of the existing road is
approximately 36m. Therefore, prima facie it seems provision of service road is not possible
without demolition of road-side structures which primarily includes commercial establishments,
an overhead water tank and few religious structures. Hence, in order to avoid the hassles
involved in widening the existing project road in Gulaothi town section and considering future
widening to six lanes, a bypass of NH-235 is a suitable option. Site reconnaissance carried out
reveals that on left hand side the habitation has extended to a depth of around 1 km while on right
hand side the depth is around 500m from the project road. Therefore avoiding the settlement area
of the Gulaothi town as well as that of the succeeding Mori Kalan village, a 7.3 km long bypass
of NH-235 starting from km 44.65 and ending at km 50.50 on the right hand side of the existing
road is found to be feasible. The same is depicted in Figure 8.10D. The salient feature of
Gulaothi town bypass is given here as under:

Length 7.575km
No. of Structures 2 nos. of VUPs on Major District Road crossings, 2 nos. of PUPs on
Village Road and 1 no. of Minor Bridge across Canal
Landuse Mostly agricultural
Width of Proposed ROW 60m
Major Constraint Land acquisition


.

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Scott Wilson 8 - 23 January 2011























































Figure 8.9A: Hapur Bypass Options
Figure 8.10A: Proposed Alignment for Phaphunda Bypass
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07) Final Feasibility Report
in the state of U.P.:Meerut- Bulandshahr Section (NH-235) Development Proposal

Scott Wilson 8 - 24 January 2011























































Figure 8.10B: Proposed Alignment for Kharkhauda Bypass
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07) Final Feasibility Report
in the state of U.P.:Meerut- Bulandshahr Section (NH-235) Development Proposal

Scott Wilson 8 - 25 January 2011




















































Figure 8.10: Gulaothi Bypass
Figure 8.10C: Proposed Alignment for Hapur Bypass
DPR for rehabilitation and upgradation of NH stretches under
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in the state of U.P.:Meerut- Bulandshahr Section (NH-235) Development Proposal

Scott Wilson 8 - 26 January 2011

Figure 8.10D: Proposed Alignment for Gulaothi Bypass
Proposed VUP
(CH. 51+745)
Proposed VUP
(CH. 55+855)
End of Bypass
(Design Ch. 57+375)
Existing Ch. 50+500
Start of Bypass
(Design Ch. 49+800
Existing Ch. 44+650
Minor Bridge
(CH. 52+257)
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8.6 Homogeneous Sections for pavement design

8.6.1 Analysis of Unit Delineation by Cumulative Differences

A relative and straight forward and powerful analytical method for delineating statistically
homogeneous units from pavement response measurements along a highway system is the
cumulative difference approach. The method is fundamentally easy to visualize. This approach is
adopted because it is readily adaptable to computerized solution and graphic analysis. This
approach can be used for a wide variety of measured pavement response variables. In order to
delineate a pavement length, an attempt is made to isolate each unique factor influencing
potential pavement performance. Performance factors considered for delineating a pavement
length follows:

- Traffic
- Pavement Condition
- CBR
- Characteristic Deflection

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

Meerut (Km. 0+000)
Hapur (Km.31+600)
Bulandshahr (Km. 66+482)

8.6.2 Homogeneous section for pavement design of widening of existing lane

Considering the above mentioned traffic generation/ distribution points and analysis of traffic
data as given in Chapter 5, it was inferred that the total project stretch can be divided into
homogeneous sections as stated below from the traffic point of view.

Section I : From Meerut (Km. 0+000) to Hapur (Km. 31+600) = 31.6 km
Section II : From Hapur (Km.31+600) to Bulandshahr (Km. 66+482) = 34.88 km

The traffic volume and CBR parameters are considered in unit delineation of project corridor for
the pavement design for widening and reconstruction portions. The selection parameters and
sections are presented in Figure 8.11 and final sections adopted are given in Table 8.4.

Table 8.4: Homogeneous Sections for Pavement Design of Widening of Existing Lane

Sl.
No.
Existing Chainage
(km)
Design
Chainage (km) Remarks
From To From To Length(m)
1 7+469 22+750 7+469 23+400 15931
No widening require to existing
pavement as widening &
strengthening is in progress
2 22+750 34+171 23+400 39+350 15950 Hapur Bypass
3 34+171 44+650 39+350 49+800 10450 Section-1
4 44+650 50+500 49+800 57+375 7575 Gulaothi Bypass
5 50+500 55+000 57+375 62+040 4665 Section-2
6 55+000 64+300 62+040 73+512 11472 Section-3
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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
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Scott Wilson 8 - 28 January 2011
Figure 8.11: Homogeneous Sections for Pavement Design for Widening of Existing lane
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 29 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.
Existing
Chainage (km)
Design
Chainage (km)
Length
(m)
Remark
From To From To
1 7+469 12+100
7+469 12+100 4631 Functional Overlay
2 12+100 14+350
12+100 14+800 2700 Phaphunda Bypass
3 14+350 17+250
14+800 17+700 2900 Functional Overlay
4 17+250 20+250
17+700 20+900 3200 Kharkhauda Bypass
5 20+250 22+750
20+900 23+400 2500 Functional Overlay
6 22+750 34+171
23+400 39+350 15950 Hapur Bypass
7 34+171 34+390
39+350 40+050 700 Reconstruction
8 34+390 38+000
40+050 43+130 3080 Overlay Section
9 38+000 39+000
43+130 44+230 1100 Reconstruction
10 39+000 44+650
44+230 49+800 5570 Overlay Section
11 44+650 50+500
49+800 57+375 7575 Gulaothi Bypass
12 50+500 51+300
57+375 58+215 840 Reconstruction
13 51+300 61+100
58+215 68+155 9940 Overlay Section
14 61+100 61+600
68+155 68+605 450 Reconstruction
15 61+600 64+300
68+605 73+512 4907 Overlay Section
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Scott Wilson 8 - 30 January 2011
Figure 8.12: Homogeneous Sections for Pavement design for Overlay of Existing Lane
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 31 January 2011
8.6.4 Homogeneous section for pavement design of new construction

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


Table 8.6: Homogeneous Sections for New Pavement

Sl. No.
Design Chainage (km)
Length (km) Remark
From To
1 7+469 34+600 27.131
Pavement Section-I
2 34+600 35+456 0.856
3 35+456 38+978 3.522
No Improvement as on
Hapur Bypass of NH-24
4 38+978 39+350 0.372
Pavement Section-II
5 39+350 73+512 34.162
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Figure 8.13: Homogeneous Sections for New Pavement design
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8.7 Pavement Options

Pavement is the most significant component of a road and therefore its design strengths must be
assured to support the projected traffic loading throughout the design period. Its cost represents
largest proportion of the total construction cost (i.e. about 40% for new roads and about 60% for
rehabilitation projects).

The purpose of the pavement study is to make analysis of different pavement alternatives to
provide a basis for selection of the most advantage solution, considering all costs occurring
during the life of the pavement, viz., construction costs, maintenance costs and costs for the road
users.

In pavement option study, the following would be studied in detail:

New flexible pavement on the widening part and for full reconstruction stretches
Flexible overlay over the existing pavement
Flexible Pavement for partial reconstruction stretches of existing pavement.

The different pavement design methods for above pavement options shall be studied and applied,
which are given in Table 8.7.

Table 8.7: Pavement Design Methods

Pavement
Option
Option type Design Method
1 New Flexible Pavement
IRC: 37-2001,
AASHTO Method 1993
2 Flexible Overlay IRC: 81-1997
3 New Rigid Pavement IRC: 58-2002

8.7.1 IRC: 37-2001 Method of Flexible Pavement Design Widening and for New construction

The pavement designs given in the previous edition of IRC: 37-1984 was applicable to design
traffic upto 30 million standard axles (msa). With the increasing traffic and incidence of
overloading, arterial roads need to be designed for traffic far more than 30 msa. As empirical
methods have limitations regarding their applicability and extrapolation, the analytical method of
design has been used to analyse the existing pavement and develop a new set of designs given in
IRC: 37-2001 for design traffic upto 150 msa making use of the results of pavement research
work done in the country.

It gives pavement design catalogue for subgrade CBR values ranging from 2 percent to 10
percent and ten levels of design traffic 1,2,3,5,10,40,50,100,150 msa. The pavement composition
given in the design catalogue is relevant to Indian conditions, materials and specifications. For
intermediate traffic ranges, the pavement layer thicknesses are interpolated linearly. But for
traffic exceeding 150msa, the pavement design appropriate to 150msa has been chosen and
further strengthening shall be carried out to extend the life at the appropriate time based on
pavement deflection measurement as per IRC: 81.

AADT
For the purpose of structural design, only the number of commercial vehicles weighing of three
tones or more and their axle loads are considered. The annual average daily traffic on base year,
from traffic analysis is given in Table 8.8.

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

Section
Location
(Existing
Chainage,
km)
Details of section
( Existing Chainage)

Bus &
Minibus
LCV &
tractor
2-Axle
Truck
3-Axle
Truck
M-Axle
Truck/
HEM/EMV
I 18+000
Meerut
Km 0+000
Hapur
Km 31+600
754 1289 1119 1522 182
II 39+000
Hapur
Km 31+600
Bulandshahr
Km 66+400
707 1561 1706 1659 193

Design Life

For the design of pavement, the design life is defined in terms of the cumulative number of
standard axles that can be carried before strengthening of the pavement is necessary.

It is recommended that pavements for National Highways should be designed for a life of 15
years in IRC: 37-2001. However, to enhance the financial viability of the project, pavement
design in stages is adopted satisfying the following minimum design requirements:

The thickness of sub-base and base layers is designed for a minimum design period of 15 years
and the initial bituminous surfacing for a minimum design period of 10 years.

Vehicle Damage Factors

The vehicle damage factor is a multiplier to convert the number of commercial vehicles of
different axle loads and axle configuration to the number of standard axle load repetitions. It is
defined as equivalent number of standard axle per commercial vehicle. The VDF varies with the
vehicle axle configuration, axle loading, terrain, type of road and from region to region. The
vehicle damage factors arrived and adopted are presented in Table 8.9.

Table 8.9: Vehicle Damage Factors adopted for the design

Vehicle Type VDF value adopted for 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
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vehicles per day
D=Lane distribution factor
F=Vehicle damage factor
n=Design life in years
r=Annual growth rate of commercial vehicles

The traffic has been used from the projected traffic computed in Chapter 5.0.

The directional distribution and lane distribution of traffic is assumed to be 0.5 and 0.75
respectively.

The design traffic is then computed for design life location wise is presented in Annexures 8.2A
and 8.2B. The design traffic obtained for each homogeneous section is presented in Table 8.10.

Table 8.10: Design Traffic in Million Standard Axles

Section
Existing Chainage (km)
Design Life Design Traffic (MSA)
Meerut (Km. 0+000) to
Hapur (Km 31+600)
8 years 39
10 years 52
15 years 89
20 years 137
25 years 197
30 years 257
Hapur (Km 31+600) to
Bulandshahr (Km 66+400)
8 years 48
10 years 63
15 years 108
20 years 16
25 years 240
30 years 314

CBR Value

The adopted CBR value of existing subgrade soil from Km 35+000 to km 55+000 is 6% and
from km 55+000 to km 66+000 is 8%.

Pavement Materials

The general specification sections and characterisation of material is presented in Table 8.11.

Table 8.11: Materials Specification and Characterisation

Sl.No. Pavement Layers and
Materials
Sections
Details
Remarks
1 Embankment Construction Section 305
2 Subgrade Section 305 Minimum Soaked CBR 7%
3 Granular Sub-base

Upper Layer
Lower Layer
Section 401 Minimum compacted thickness 100mm
Grading I of Table 400-1
Grading I of Table 400-2
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Sl.No. Pavement Layers and
Materials
Sections
Details
Remarks
4 Base Course-WMM Section 406 Thickness of single layer shall be 75mm-
200mm
5 Prime Coat Section 502
6 Tack Coat Section 503
7 Bituminous Macadam Section 504 Thickness of single layer shall be 50mm-
100mm
8 Dense Bituminous Macadam Section 507 Thickness of single layer shall be 50mm-
100mm
9 Bituminous Concrete Section 512 Thickness of single layer shall be 25mm-
100mm
10 Dry Lean concrete Section 601 Thickness of single layer shall be 100 mm
and 150 mm
11 Pavement Quality Concrete Section 602 Minimum compacted thickness of 140mm

The flexible pavements would be designed as a multi-layer system consisting of typical
component layers, namely sub-base, base course, binder course and surface course. Generally
sub-base course consist of granular materials laid in one or more layers of same or different
materials, depending upon availability of materials and cost. The base course may generally
consist of Wet Mix Macadam (WMM) laid in layers of same or different gradings, depending
upon the thickness requirements, machinery and cost. The binder and surfacing courses generally
consist of layers of bituminous mixes of different specifications. As the lower pavement layers
are subjected to lesser magnitude of stresses, materials of lower strength could be made use of in
the lower pavement layers. Superior pavement materials, which could withstand higher stresses
and also wear and tear due to traffic and environmental factors, are used in upper layers.

The flexible pavement thicknesses required for pavement widening and New Pavement of
stretches is given in Table 8.12& Table 8.13.

Table 8.12: Flexible Pavement Thickness for Widening of Existing Lane

Design Chainage
(km)
Design
Traffic
C
B
R

o
f

S
u
b
g
r
a
d
e

(
%
)

Pavement Thickness
Remarks
Designed for
10 years
Designed
for 15
years Total
(mm)
From To
10
Year
(MSA)
15
Year
(MSA)
Wearing
Course
(mm)
Binder
Course
(mm)
Base
(mm)
Sub-
base
(mm)
39+350 62+040 63 108 6 40 (BC)
135
(DBM)
250 260 685
Existing
ground to be
checked for
suitability and
loosened,
recomputed to
desire MDD
62+040 73+512 63 108 7 40 (BC)
130
(DBM)
250 230 650

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

8.7.2 IRC: 81-1997 Method of Flexible Overlay For Strengthening of Existing Pavement

The average characteristic deflection (Dc) values to be used for design purposes have been
worked from BBD survey. The design traffic in terms of cumulative standard number of axle
with respect to homogeneous traffic sections is already given in Table 8.5. The thicknesses are
deduced from Figure 9 of IRC 81-1997 in terms of bituminous macadam construction. Since the
materials specified in wearing course of widening portion are BC/DBM, the thicknesses obtained
in terms of BM should be determined using equivalency factors:

1cm of Bituminous Macadam = 1.5 cm of WBM/Wet Mix Macadam/BUSG
1cm of Bituminous Macadam = 0.7 cm of DBM/AC/SDC

The overlay thickness calculated and proposed is presented in Table 8.14.

Table 8.14: Proposed Overlay Thicknesses on existing lane

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


8.7.3 IRC: 58-2002 Method of Rigid Pavement Design For Toll Plaza locations

Rigid pavement for new carriageway has been designed as per IRC: 58-2002.

Wheel Load

A tyre pressure of 8 kg/cm
2
may be adopted for the design.

For important roads, such as Expressways, National Highways and other roads where there will
be uninterrupted traffic flow and high volume of truck traffic, the suggested value of Load Safety
Factor (LSF) is 1.2. For roads of lesser importance having lower proportion of truck traffic, LSF
may be taken as 1.1. For residential and other streets that carry small number of commercial
traffic, the LSF may be taken as 1.0.

It is recommended that the basic design of the slab be done with a 98th percentile axle load, and
the design thereafter checked by for fatigue consumption for higher axle loads.
Design Period
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Normally, cement concrete pavements have a life span of 30 years and should be designed for
this period.
Design Traffic

Design traffic of 25 per cent of the total two- lane two-way commercial vehicles may be
considered as a very conservative estimate for design against fatigue failure. In case of four-lane
and multi-lane divided highways, 25 per cent of the total traffic in the direction of predominant
traffic may be taken for design of pavement.

Temperature Differential

Temperature differential between the top and bottom of pavements causes the concrete slab to
warp, giving rise to stresses. For this purpose, guidance may be had from Table 8.15.

Table 8.15: Recommended Temperature Differentials for Concrete

Zone States Temperatures Differentials,
0
C in
Slabs of Thickness
15cm 20cm 25cm 30cm
I Punjab, U.P., Uttaranchal, Gujarat, Rajasthan,
Haryana and North M.P., excluding hilly regions.
12.5 13.1 14.3 15.8

Characteristics of Subgrade and Sub-Base

The strength of subgrade is expressed in terms of modulus of subgrade reaction k, which is
defined as pressure per unit deflection of the foundation as determined by plate bearing tests. An
approximate idea of k-value of a homogeneous soil subgrade may be obtained from its soaked
CBR value-using Table 8.16.

Table 8.16: Approximate k-value corresponding to CBR Values for Homogeneous Soil
Subgrade

Soaked CBR Value % 2 3 4 5 7 10 15 20 50 100
k-value (kg/cm
2
/cm) 2.1 2.8 3.5 4.2 4.8 5.5 6.2 6.9 14.0 22.2

The approximate increase in k-values of subgrade due to different thicknesses of sub-bases made
up of untreated granular, cement treated granular material and dry lean concrete (DLC) layers
may be taken from Tables 8.17 and 8.18. Unconfined compressive strength of cement treated
granular material should be a minimum of 2.1 MPa and compressive strength of DLC should be
7 MPa at 7 days.

Table 8.17: k-Values over Granular and Cement Treated Sub-bases

k-value
(kg/cm
2
/cm)
Effective k (kg/cm
2
/cm) over untreated
granular layer sub-base of thickness in
cm
Effective k (kg/cm
2
/cm) over
cement treated sub-base of
thickness in cm
15 22.5 30 10 15 20
2.8 3.9 4.4 5.3 7.6 10.8 14.1
5.6 6.3 7.5 8.8 12.7 17.3 22.5
8.4 9.2 10.2 11.9 - - -



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

k-value of Subgrade (kg/cm
2
/cm) 2.1 2.8 4.2 4.8 5.5 6.2
Effective k over 100 mm DLC,
(kg/cm
2
/cm)
5.6 9.7 16.6 20.8 27.8 38.9
Effective k over 150 mm DLC,
(kg/cm
2
/cm)
9.7 13.8 20.8 27.7 41.7 -

Separation Layer between sub-base and pavement:

Foundation layer below concrete slabs should be smooth to reduce the inter layer friction. A
separation membrane of minimum thickness of 125 micron polythene is recommended to reduce
the friction (Ref. IRC: 15-2002) between concrete slabs and dry lean concrete sub-base (DLC).

Drainage Layer

In order to facilitate quick disposal of water that is likely to enter subgrade, a drainage layer of
150mm thick GSB has been considered as per IRC: 15-2002.

Characteristics of Concrete

Flexural strength of plain concrete as per IS: 456-1978 is given as

fcr =
ck
f 0.7x

Where f
cr
= flexural strength (modulus of rupture), N/mm
2

f
ck
= Characteristic compressive cube strength concrete, N/mm
2


According to Croney and Croney,

f
cr
= 0.49 x fck0.55 for gravel aggregates and
f
cr
= 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/cm
2
(crushed rock) respectively. Hence a flexural strength of 45
kg/cm
2
is recommended for M-40 concrete.

The recommended value of modulus of elasticity of pavement concrete is 3x10
5
kg/cm
2
.
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 0
C
may be
adopted in all cases.

The ratio between the flexural stress due to the load and the flexural strength of concrete is
termed as the stress ratio (SR). If the SR is less than 0.45, the concrete is expected to sustain
infinite number of repetitions. As the stress ratio increases, the number of load repetitions
required to cause cracking decreases. The relation between fatigue life (N) and stress ratio is
given as:
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N= unlimited for SR< 0.45
N=
268 . 3
4325 . 0
2577 . 4

SR
When 0.45<SR< 0.55
Log N =


0828 . 0
9718 . 0 SR
for SR > 0.55
The designed thickness obtained from IRC 58-2002 for the Toll Plaza location at km 35+215 is
presented in Table 8.19. The design calculations are given in Annexure 8.3.

Table 8.19: Proposed Rigid Pavement thickness at Toll Plaza Location, km 35+215

Material Type Thickness (mm)
Pavement Quality Concrete (M-40) 300
Dry Lean Concrete (M-10) 150
Granular Sub-base 150
Subgrade 500


8.8 Junctions Design

Road junction/intersection is a key element of highway design. The efficiency, safety, speed, cost
of operation and capacity of road system depends very much on the intersection design. The
choice between an at-grade and grade separated junctions at a particular site depends upon
various factors such as traffic, economy, safety, aesthetic delay etc. Grade separated junctions
generally are more expensive initially and are justified in certain situations. The main objective
of intersection design is to reduce the severity of potential conflicts between motor vehicles,
buses, trucks, bicycles, pedestrians and facilities while facilitating the convenience, ease, safety
and comfort of people traversing the intersections. The design should be fitted closely to the
natural transitional paths and operating characteristics of the users.

Design of a safe intersection depends on many factors as given below:

Human factors
Traffic considerations (mainly design hour turning movements, type of movement and
vehicle speeds)
Road and environmental considerations (sight distance, conflict area, geometric features)
Economic factors.

Generally intersections can be classified in to three categories depending on the traffic
conditions. These are

Uncontrolled intersections at-grade;
Intersections with Priority Control;
Time separated / signalised intersection at-grade;
Space separated intersections/Grade separated intersections

8.8.1 General Criterion for improvement proposal at junctions

A signalised intersection besides other warrants is justified if the major street has a traffic
volume of 650 to 800 vehicles per hour (both directions) and Minor Street has 200 to 250
vehicles per hour in one direction only. The detailed warrants for signalised intersection are
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laid down as per IRC: 93-1985.

The vehicular under/overpass structures will be provided at the intersection of the Project
Highway with all the National Highways and State Highways. Such under/over passes will
also be provided across other categories of roads carrying an average daily traffic of more
than 5000 PCUs on the date of inviting bids.(As per Clause:2.13.2, IRC:SP:84-2009)

An interchange, besides any overriding necessity, is justified when the total traffic of all the
arms of the intersection is in excess of 10,000 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.

Table 8.20: Junction Improvement proposal
Sl.
No
Existing
Chainage
(km)
Design
Chainage
(km)
Type
Cross Road
Remark
Side Leading to
1 7+469 7+469
LHS City Road
Start Point of Project
RHS
Existing Meerut
bypass road
2* 12+200 12+200

LHS Phaphunda
At start of proposed
Phaphunda Bypass
3* 14+250 14+700

LHS Phaphunda
At end of Proposed
Phaphunda Bypass
4* 17+350 17+800

LHS Kharkhauda
At start of proposed
Kharkhauda bypass
5* 20+145 20+800

LHS Kharkhauda
At end of Proposed
Kharkhauda Bypass
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Sl.
No
Existing
Chainage
(km)
Design
Chainage
(km)
Type
Cross Road
Remark
Side Leading to
6* 22+900 23+500

Straight To Hapur
New Junction at start of
proposed Hapur bypass
Left Hapur bypass
7* --- 34+600
LHS Moradabad
NH-24 bypass
RHS Delhi
8 44+800 49+900

RHS Gulaothi
At the start of Proposed
Gulaothi Bypass
9 49+200 57+000

RHS Gulaothi
At the end of Proposed
Gulaothi Bypass

10


66+482 73+512

LHS
NH-235
/Bulandshahr
End of Project Road
RHS NH-91/Delhi

Minor Intersections
Sl. No. Design Chainage
Junction Type
(Cross(X)/T or
Y type
Side
1 7+469 X LHS &RHS
2 7+970 T RHS
3 8+524 T RHS
4 9+328 T LHS
5 9+465 T RHS
6 9+600 T LHS
7 10+325 T LHS
8 12+180 T LHS
9 12+880 X LHS &RHS
10 14+050 X LHS &RHS
11 14+620 T LHS
12 16+810 T RHS
13 17+780 T LHS
14 18+270 X LHS &RHS
15 18+500 X LHS &RHS
16 20+790 X LHS &RHS
17 21+055 T LHS
18 21+180 X LHS &RHS
19 21+500 X LHS &RHS
20 21+770 T LHS
21 22+290 T RHS
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Sl. No. Design Chainage
Junction Type
(Cross(X)/T or
Y type
Side
22 23+580 T LHS
23 23+810 X LHS &RHS
24 39+300 X LHS &RHS
25 39+940 T LHS
26 40+660 T LHS
27 40+865 T RHS
28 40+885 T LHS
29 41+000 T RHS
30 41+150 T LHS
31 41+270 T RHS
32 41+770 T RHS
33 42+000 T RHS
34 42+400 T LHS
35 42+995 T LHS
36 43+600 T LHS
37 44+030 T RHS
38 45+180 T RHS
39 46+150 T LHS
40 46+425 T RHS
41 48+295 X LHS &RHS
42 48+635 T LHS
43 48+865 T LHS
44 49+340 T LHS
45 49+360 T RHS
46 58+000 X LHS &RHS
47 58+100 T LHS
48 58+360 T RHS
49 59+470 T RHS
50 59+575 T LHS
51 61+450 X LHS &RHS
52 63+495 T LHS
53 63+620 T RHS
54 64+400 T RHS
55 64+700 T RHS
56 65+140 T RHS
57 66+475 T RHS
58 67+000 T LHS
59 68+155 X LHS &RHS
60 68+460 T LHS
61 69+070 X LHS &RHS
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Sl. No. Design Chainage
Junction Type
(Cross(X)/T or
Y type
Side
62 69+350 T RHS
63 69+410 T LHS
64 70+840 T RHS
65 72+000 T RHS
66 72+650 T RHS
67 73+165 T LHS
68 73+437 X LHS &RHS
Above junctions to be developed as per the IRC / Ministry Design Standards

8.9 Design of Bridges

8.9.1 Existing Bridges

There are total 7 bridges on this route. Out of these, one is a Major Bridge and the remaining six
are minor bridges.

Following criteria are checked to assess the requirement / possibility of widening and
reconstruction of the existing bridges

If the width of additional widening is 1.0m (0.5 m on each side) or less, the widening of the
structure may be dispensed with and traffic shall be guided with the help of crash barriers in
a transition of 1 in 20 on either side approaches.
All existing bridges which are structurally distressed shall be reconstructed as new bridge
All existing brick arch bridge shall be dismantled and replaced by a new bridge

8.9.2 Proposal of New Bridges

Parallel bridges are proposed to be built either on upstream side or on downstream side as per site
requirement. Span arrangement has been kept either similar to the existing bridges or a
combination of two/three spans has been adopted as per site conditions and hydraulic parameters.
In some cases it is proposed to keep only one span to cover the stream. The new proposal has
been prepared based on the IRC: SP: 84-2009, Manual of Specification and Standards for four
laning of National Highways through Public Private Partnership.

The overall width of new bridges shall be same as the roadway width of the approaches. All
new bridges shall have a footpath on left side of the traffic.
Where the daily traffic in PCU exceeds 30,000 at the time of feasibility study/bidding, the
width of new bridge shall be as per six-lane standards.
The brief summary giving condition of existing bridges and their development proposal is
presented in Table 8.21
Typical cross sections at deck level for bridges with and without footpaths are given in
Figure 8.14 to Figure 8.17.
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Figure 8.14: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway
(Both sides new Bridges for 4-Lane Standards)
Figure 8.15: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway
(Both sides new Bridges for 6-Lane Standards)
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Scott Wilson 8 - 46 January 2011







Figure 8.16: Cross Section of Bridge at Deck Level- with Footpath for 4-Lane Divided Highway
(One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
Figure 8.17: Cross Section of Bridge at Deck Level- without Footpath for 4-Lane Divided Highway
(One side New 2-Lane Bridge and other sides Existing 2-Lane Bridge)
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Table 8.21: Development scheme of Existing and New Bridges

Sl.
No.

Existing
Chainage
(Km.)
Design
Chainage
(km)
Type of
Structure
Span (m)
No of Span x
Effective Span
L
Carriagewa
y Width
( m )
Total
Width
( m )
Type of
Bridge
Remark Proposal for Bridges
1 36 + 570 41+615 Minor Bridge 4 x 8.5 6.40 8.40 Brick Arch
Condition
of bridge is
very poor
Existing Bridge will be abandoned and a new
2x12m wide bridge parallel to existing one with
2 x 17m is proposed (RCC T-beam).
2 40 + 545 45+585 Major Bridge 3 x 25.0 7.60 10.5
RCC Girder
and Slab
Minor
repair is
required
Existing Bridge will be retained and a new
12m wide bridge parallel to existing one with
span configuration of 3 x 25.0m.
3 41 + 590 46+630 Minor Bridge 3 x 10.0 7.20 9.20 Brick Arch
Condition
of bridge is
very poor
Existing Bridge will be abandoned and a new
2x12m wide bridge parallel to existing one with
span configuration of 2 x 17.0m (RCC T-beam).
4 - 52+215 Minor Bridge 1 x 15.0 (SK) 11.0 2x12.0 RCC T-Beam New
New Bridge across Canal on Gulaothi Bypass
(2x12m wide)
5 - 53+470
Minor Bridge
1 x 20.0 (SK) 11.0 2x12.0
PSC/RCC T-
beam
New
6 - 56+783
Minor Bridge
1 x 20.0 (SK) 11.0 2x12.0
PSC/RCC T-
beam
New
7 58 + 610 65+600 Minor Bridge 4 x 2.50 9.80 11.80 RCC Slab
Minor
repair is
required
Existing Bridge will be retained and a new 12m
wide bridge parallel to existing one with span
configuration of 2 x 5m (Box cell).
8 58 + 640 65+632 Minor Bridge 1 x 20.0 7.40 10.40
RCC Girder
and Slab
Minor
repair is
required
Existing Bridge will be retained and a new 12m
wide bridge parallel to existing one with span
configuration of 1 x 25.0m.
9 60 + 915 67+912 Minor Bridge 3 x 2.8 8.40 9.40 Brick Arch
Condition
of bridge is
very poor
Existing bridge will be replaced by a new 12m
wide bridge at the same location with span
configuration of 2x 5.0m. and another new 12m
wide bridge near the existing one with span
configuration of 2x5.0m (Box cell).
10 62 + 460 69+435 Minor Bridge 3 x 3.0 7.80 9.40 RCC Slab
Skew ( 51)
Minor
repair is
required
Existing Bridge will be retained and a new 12m
wide bridge with 1 x 7.0m (Box cell) after
realignment of the existing canal which currently
has a skew angle 81.
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NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 48 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.
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in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 49 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
Width in
m
Span
arrangement (No.
x length), m
Remark
Existing ROBs
1 29 + 900 Hapur Bypass One/ Broad
Gauge
ROB under construction Section Bypassed No
improvement
2 30 + 400 Hapur Bypass Two/ Broad
Gauge
ROB under construction Section Bypassed No
improvement
Proposed ROBs
1 -- 31+600
Two/ Broad
Gauge
New ROB
PSC Girder or
Composite Steel
Girder
2 x 12.0m 2 x 36.0 (SK) On Proposed Hapur bypass


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in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 50 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

Sl
No.
Existing
Chainage
(Km)
Design
Chainage
(Km)
Name of
Intersecting
Roads
Proposed
structural
configuration
Proposed
Structure
type
Structure
Dimension
(m)
No.xLxH
Over
all
width
in m
1 Bypass 28+148
State
Highway to
Modinagar
Double span
Box type
structure
RCC Box
Type
2x12x5.5 27.5
2 Bypass 51+642
MDR to
Dhaluna
Double span
Box type
structure
RCC Box
Type
2x12x5.5 27.5
3 Bypass 54+760
Road to
Sikandrabad
Double span
Box type
structure
RCC Box
Type
2x12x5.5 27.5

b) Details of Existing Vehicular Underpasses

Sl
No.
Existing
Chainage (Km)
Design
Chainage (Km)
Structure
Dimension
(m)
No.xLxH
Name of
Intersecting Roads
Remark
1 34+171 39+150 2x10.5x5.5 NH-24
Existing VUP
Retained/
Improvement of
slip road

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Scott Wilson 8 - 51 January 2011
c) Existing and Proposed PUP /CUP

Sl.
No.
Existing
Chainage
(Km)
Design
Chainage
(Km)
Name of
Intersecting
Roads
Proposed
structural
configuration
Proposed
Structure
type
Proposed
Span
arrangement
No. x LxH
Overall
Width
in m
1
Hapur
Bypass
26+682 VR
Single span
Box type
structure
RCC Box
Type
1 x 7 x 3.5 27.5
2
Hapur
Bypass
30+540 VR
Single span
Box type
structure
RCC Box
Type
1 x 7 x 3.5 27.5
3
Gulaothi
Bypass
52+795 VR
Single span
Box type
structure
RCC Box
Type
1 x 7 x 3.5 27.5
4
Gulaothi
Bypass
53+480 VR
Single span
Box type
structure
RCC Box
Type
1 x 7 x 3.5 27.5

8.10 Design of Culverts

There are total 67 existing culverts in the proposed road corridor. A summary of the proposal is
given in Table 8.24, and the development proposal for culverts is presented in Table 8.25.

Table 8.24: Summary of Development of culverts

Type of Culvert
Number of Culverts and Condition
Reconstruction Widening New Construction
Hume Pipe 15 1 24
RCC Slab 12
Brick Arch 4
Total 19 13 24
35 number of culvert on the existing road is not considered for any development proposal, as
these culvert locations are bypassed, Realigned or in the section of out of project scope.

Figure 8.18: Cross Section of Culvert for 4-Lane Divided Highway at Road Level
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Table 8.25: Development Proposals for Existing Culverts

Sl.
No.
Existing
Chainage
(Km.)
Design
Chainage
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )
Span
Arrangement
(Nos. x Length) /
No of Pipe (m)
Width of
Culvert
(m)
Remark
Improvement
Proposal
Proposed Type &
Span
Arrangements
(m)
Over all
Width
in m
1 8+560 8+560 Slab 3x1.5 12.0 Partialy Choked Widening Slab, 1x4.5m 26.0
2 9+135 9+145 Slab 1x1.75 12.0
Partialy Choked/Parapet RHS
Broken
Widening Slab, 1x1.75m 26.0
3 10+100 10+105 HP 1x0.3 12.8 RHS Parapet NA
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
4 10+565 10+665 HP 1x0.3 12.6 Parapet Broken Bothsides
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
5 13+120 -- HP 1x1.0 12.5 Chocked on both sides
No Improvement due
to Bypass


6 13+415 -- HP 1x1.0 13.8 LHS Parapet broken
No Improvement due
to Bypass


7 13+425 -- Slab 1x1.2 15.0 Completeyl Damaged
No Improvement due
to Bypass


8 14+160 -- HP 1x0.3 28.6 Parapet Damaged
No Improvement due
to Bypass


9 14+950 15+405 Slab 1x1.7 15.0 Good Condition Widening Slab, 1x1.7m 26.0
10 15+135 15+593 HP 1x0.6 12.0 RHS Parapet Broken
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
11 16+050 16+530 HP 1x0.3
Completely Damaged and
Buried
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
12 17+225 17+682 HP 1x0.3
Completely
Damaged/Reconstruction
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
13 18+585 -- HP 2x0.6 13.6 Chocked RHS, Burried LHS
No Improvement due
to Bypass


14 18+870 -- HP 1x1.0 14.8 Partialy Choked
No Improvement due
to Bypass


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Sl.
No.
Existing
Chainage
(Km.)
Design
Chainage
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )
Span
Arrangement
(Nos. x Length) /
No of Pipe (m)
Width of
Culvert
(m)
Remark
Improvement
Proposal
Proposed Type &
Span
Arrangements
(m)
Over all
Width
in m
15 20+860 21+538 HP 1x0.3 11.8
Parapet Broken Bothsides,
Burried
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
16 21+380 22+062 Slab 1x3.2 11 Parapet Damaged Widening Slab ,1x3.2m 26.0
17 23+775 -- HP 1x1.0 11.9 Parapet Broken Bothsides
No Improvement due
to Bypass


18 24+150 -- HP 1x0.3 9.9 Parapet Broken Bothsides
No Improvement due
to Bypass


19 25+110 -- Slab 1x1.7 12.8 Good Condition
No Improvement due
to Bypass


20 25+370 -- HP 1x1.0 12.5 Good Condition
No Improvement due
to Bypass


21 27+115 -- Slab 1x1.5 10.0 Good Condition
No Improvement due
to Bypass


22 27+335 -- HP 1x0.9 14.5 Partialy Choked
No Improvement due
to Bypass

23 27+765 -- HP 1x0.9 12.5 Completely Choked
No Improvement due
to Bypass


24 28+245 -- HP 3x1.0 12.0 Partialy Choked
No Improvement due
to Bypass

25 29+135 -- HP 1x0.3 11.3 No Parapet, Good Condition
No Improvement due
to Bypass


26 29+800 -- HP 1x0.3 12.2 No Parapet, Good Condition
No Improvement due
to Bypass


27 30+250 -- HP 1x1.0 12.8 No Parapet, Good Condition
No Improvement due
to Bypass


28 31+385 -- Slab 1x1.7 11.5 Burried Both sides
No Improvement due
to Bypass


29 31+880 -- HP 1x1.0 10.9 Burried Both sides
No Improvement due
to Bypass


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Scott Wilson 8 - 54 January 2011
Sl.
No.
Existing
Chainage
(Km.)
Design
Chainage
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )
Span
Arrangement
(Nos. x Length) /
No of Pipe (m)
Width of
Culvert
(m)
Remark
Improvement
Proposal
Proposed Type &
Span
Arrangements
(m)
Over all
Width
in m
30 32+470 -- HP 1x1.0 11.7 Burried Both sides
No Improvement due
to Bypass


31 34+045 -- HP 1x0.3 10.8 Parapet broken bothsides
No Improvement due
to Bypass


32 34+970 40+005 Slab 1x5.2 12.0
RHS Parapet Broken/
Partialy Choked
Widening Slab, 1x5.2m 26.0
33 35+775 40+813 HP 1x0.3
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
34 36+480 41+525 Brick Arch 1x1.8 10.0 Partialy Choked Reconstruction Slab, 1x1.5m 26.0
35 36+495 41+537 Brick Arch 1x1.8 10.0
Partialy Choked/ LHS
Parapet broken
Reconstruction Slab, 1x1.5m 26.0
36 36+507 41+550 Brick Arch 1x1.8 10.0 Partialy Choked Reconstruction Slab, 1x1.5m 26.0
37 36+615 41+655 Brick Arch 1x1.8 10.0 LHS Parapet broken Reconstruction Slab, 1x1.5m 26.0
38 37+006 42+045 HP 1x0.3 11.0
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
39 37+210 42+255 Slab 1x1.9 12.6 LHS Parapet Damage Widening Slab, 1x1.5m 26.0
40 38+765 43+808 Slab 1x3.8 10.8 Partialy Choked Widening Slab, 1x3.8m 26.0
41 40+215 45+260 HP 1x0.3 14.6 Completely Choked
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
42 41+038 46+080 Slab 1x1.7 12.8 Widening Slab, 1x1.7m 26.0
43 42+503 47+550 HP 1x0.3 15.2
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
44 42+778 47+835 HP 1x0.3 15.2
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
45 44+446 49+485 Slab 1x1.7 11.0 RHS Buried/Reconstruction Widening Slab, 1x1.7m 26.0
46 44+730 -- HP 1x0.3 15.0 Partialy Choked
No Improvement due
to Bypass


47 45+270 -- HP 1x0.9 15.0 Partialy Choked
No Improvement due
to Bypass


48 45+560 -- HP 1x1.0 12.2 Good Condition
No Improvement due
to Bypass


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Sl.
No.
Existing
Chainage
(Km.)
Design
Chainage
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )
Span
Arrangement
(Nos. x Length) /
No of Pipe (m)
Width of
Culvert
(m)
Remark
Improvement
Proposal
Proposed Type &
Span
Arrangements
(m)
Over all
Width
in m
49 45+980 -- Slab 1x4.2 12.5 Good Condition
No Improvement due
to Bypass


50 46+250 -- HP 1x1.0 12.0
No Improvement due
to Bypass


51 46+730 -- Slab 1x1.7 10.6 Partialy chocked
No Improvement due
to Bypass


52 47+050 -- Slab 1x1.7 11.0 Partialy Choked
No Improvement due
to Bypass


53 47+715 -- HP 1x1.0 11.0 Partialy Choked
No Improvement due
to Bypass

54 48+315 -- HP 1x1.0 14.2 Partialy Choked
No Improvement due
to Bypass


55 48+420 -- HP 1x0.3 15.0 Choked
No Improvement due
to Bypass

56 49+475 -- HP 1x0.6 14.0
No Improvement due
to Bypass


57 49+735 -- HP 1x1.0 14.0 LHS Parapet Broken
No Improvement due
to Bypass


58 50+325 -- HP 1x1.0 10.2 LHS Parapet NA
No Improvement due
to Bypass


59 50+615 57+480 HP 1x0.3 10.0
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
60 51+465 58+325 HP 1x1.0 12.0 Widening HP, 1x1.0m 26.0
61 57+060 64+055 Slab 1x6.0 11.0 Parapet Damaged Widening Slab. 1x6.0m 29.5
62 59+146 66+140 HP 1x0.3 12.0
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
63 59+265 66+255 HP 1x0.3 11.0 Parapet broken
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
64 60+015 67+010 HP 1x0.3 11.3 Parapet broken
Reconstruction as dia
< 0.9m
HP, 1x1.2m 26.0
65 60+560 67+557 Slab 1x1.7 11.0 Slab Damaged Widening Slab, 1x1.7m 26.0
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Sl.
No.
Existing
Chainage
(Km.)
Design
Chainage
(Km.)
Type of
Structures (
Pipe, Slab,
Box, Arch )
Span
Arrangement
(Nos. x Length) /
No of Pipe (m)
Width of
Culvert
(m)
Remark
Improvement
Proposal
Proposed Type &
Span
Arrangements
(m)
Over all
Width
in m
66 61+425 68+425 Slab 1x5.0 10.6
Scalping of Concrete from
slab
Widening Slab, 1x5.0m 26.0
67 65+510 -- Slab 1x3.0 12.0 No Parapet, Good Condition
No Improvement due
to Bypass



Construction of New Culverts in proposed bypasses:

Sl.
No.
Existing
Chainage
Design
Chainage
Type of
srtucture
Size
(no. x L/dia in
m)
Over all width
in m
1
Phapunda
Bypass
12+400 HP 1 x 1.20 dia
26.0
2 13+550 HP 1 x 1.20 dia 26.0
3 14+000 HP 1 x 1.20 dia 26.0
4
Kharkhoda
Bypass
18+075 HP 1 x 1.20 dia 26.0
5 19+688
HP 1 x 1.20 dia
26.0
6 19+800
HP 1 x 1.20 dia
26.0
7 20+350 HP 1 x 1.20 dia 26.0
8
Hapur
Bypass
23+629 HP 1 x 1.20 dia 26.0
9 24+820
HP 1 x 1.20 dia
26.0
10 25+630
HP 1 x 1.20 dia
26.0
11 26+250 HP 1 x 1.20 dia 26.0
12 27+692 HP 1 x 1.20 dia 26.0
13 28+600 HP 1 x 1.20 dia 26.0
14 30+250 HP 1 x 1.20 dia 26.0
15 32+680 HP 1 x 1.20 dia 26.0
16 33+790 HP 1 x 1.20 dia 26.0
17 Gulaothi 51+200 HP 1 x 1.20 dia 26.0
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Scott Wilson 8 - 57 January 2011
Sl.
No.
Existing
Chainage
Design
Chainage
Type of
srtucture
Size
(no. x L/dia in
m)
Over all width
in m
18
Bypass
52+845 HP 1 x 1.20 dia 26.0
19 54+000 HP 1 x 1.20 dia 26.0
20 54+502 HP 1 x 1.20 dia 26.0
21 55+035 HP 1 x 1.20 dia 26.0
22 55+208 HP 1 x 1.20 dia 26.0
23 55+594 HP 1 x 1.20 dia 26.0
24 56+625 HP 1 x 1.20 dia 26.0


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8.11 Road Furniture and Other features

8.11.1 Introduction

The road furniture, traffic safety features and other facilities included in the design are:

Bus Bays
Truck Lay byes
Road Markings
Traffic Signs
Kilometre Stone Details
200m Stones and Boundary Stones
Delineators and Object Markers
Guard Post
Crash Barrier
Road Humps and Rumble Strips

8.11.2 Bus Bays and Bus Shelters

Bus Bays are proposed as per the recommendations of IRC: 80-1981. The typical bus bay
consists of deceleration and acceleration lanes of 45m length with stopping lane of 5.0 m wide,
15m long in rural areas and 30m long in urban areas. A raised footpath of 2.0m wide is proposed
for the safety of waiting passengers. In urban areas, where the frequency of buses stopping is
more, the length of the stopping lane has been increased to 30m to accommodate two buses
stopping at the same time. Adequate arrangements have also been made to drain off surface
water. The locations of bus lay byes and bus shelters are presented in Table 8.26 and Table 8.27
respectively.
Table 8.26: Locations of Bus bays with Bus Shelter

Existing Chainage
(km)
Design Chainage
(km)
Location
7+500 7+500 Meerut
22+900 23+600 Hapur
44+800 49+600 Gulaothi
64+000 71+000 Bulandshahr

Table 8.27: Locations of Bus Shelters

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

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 59 January 2011
8.11.3 Truck Lay Byes

Local consultations were held at the places of petty repair shops, restaurants/dhaba etc. and
subjective opinion of the drivers regarding necessity of truck lay bye is gathered. It consists of
deceleration and acceleration lane of length 45.0m with central parking area of 50.0m length and
7.0m wide with 1.2m wide raised kerb island separating carriageway & Lay bye. Sufficient
working area and space for roadside establishments such as repair shops, vulcanising shops,
service centre, spare parts shops, telephone booth and light refreshments with first aid facilities
can be provided. Only one truck lay-bye has been proposed and its location is presented in Table
8.28.
Table 8.28: Locations of Truck lay byes

S.No.
Existing Chainage
(km)
Design Chainage
(km)
Location
1 42+000 46+400 Murshadpur

8.11.4 Road Markings

Road markings perform the important function of guiding and controlling traffic on a highway.
The markings serve as psychological barriers and signify the delineation of traffic paths and their
lateral clearance from traffic hazards for safe movement of traffic. Road markings are therefore
essential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of
Practice for Road Markings, IRC: 35-1997 has been used in the study as the design basis.

The location and type of marking lines, material and colour is followed using IRC: 35-1997
Code of Practice for Road Markings.

The road markings were carefully planned on carriageways, intersections and bridge locations.

8.11.5 Cautionary, Mandatory and Informatory Signs

Cautionary, mandatory and informatory signs have been provided depending on the situation and
function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.

8.11.6 Kilometre Stone Details

The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. Kilometre stones
are located on the left-hand side of the road as one proceeds from the station from which the
Kilometre count starts. On divided roads with a central median, kilometre stones would be
provided at the left on both sides of the road i.e., independently for each direction of travel.
Kilometre stones shall be fixed at right angles to the centre line of the carriageway.

8.11.7 200m Stones and Boundary Stones

The details of 200m stones and boundary stones conform to IRC: 26-1967 and IRC: 25-1967.
200m stones are located on the same side of the road as the kilometre stones. The inscription on
the stones shall be the numerals 2,4,6 and 8 marked in an ascending order in the direction of
increasing kilometerage away from the starting station. The numerals shall be 80mm high. The
colour of the numerals shall be black on a white background. Boundary stones shall be located
on either side of the road opposite every 200m stone and kilometre stone. In addition these shall
be fixed at all angular points of the boundary. Where the boundary is on a curve or the land is of
significant value and likely to be encroached upon, the boundary stones, as required, shall be
installed at closer intervals.
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 60 January 2011
8.11.8 Delineators and Object Markers

Roadway delineators are intended to mark the edges of the roadway so as to guide drivers on the
alignment ahead. Object markers are used to indicate hazards and obstructions within the vehicle
flow path, for example, channelling islands close to the intersections.

Delineators and object markers are provided as per the details given in the drawings and are
provided in accordance with the provisions of IRC: 79-1981. They are basically driving aids and
should not be regarded as substitutes for warning signs, road markings or barriers. Delineators
are provided for all curves of radius less than 600m. They are not provided at locations where
Chevron sign boards are provided.

8.11.9 Guard Post

Guard posts are proposed on embankments of height more than 1.0m, bridge approaches and
horizontal curves of radius greater than 161m. The spacing of guard post shall be 2.0m c/c in
these areas. Typical Guard post consists of precast (M20) post of size 200mm x 200mm and a
height of 600mm above ground level. They are encased in M15 cement concrete for a depth of
450mm below ground level. Guard posts are painted with alternate black and white reflective
paint of 150mm wide bands.

8.11.10 Crash Barrier

Metal Beam Crash Barrier is proposed at locations where the embankment height is more than
3.0m, at horizontal curves of radius less than 161m and also at major bridge approaches. Metal
beam rail shall be W-profile corrugated sheet steel beams complying with the following
mechanical properties.

i. Tensile strength, Min = 483 MPA
ii. Elongation in 2 inches, Min = 12%
iii. Yield, Min = 345 MPA

The beam elements shall have nominal width of 483mm. Post consists of formed channel of size
150 x 75 x 5, 785mm long and space consists of formed channel of size 150 x 75 x 5, 330 mm
long. All members of the system should be hot dipped galvanised to have a minimum counting of
550g/sqm, each face in compliance to relevant MOST Specification (Cl. 810). The spacing of
posts should be 2.0m c/c. Crash barrier system absorbs impact of vehicle and laterally restrains a
vehicle from veering off. This ensures minimum damage to the vehicle and passengers.

8.11.11 Road Humps and Rumble Strips

The Road Humps are formed by providing a rounded hump of 3.7m width (17m radius) and
0.10m height for the preferred advisory crossing speed of 25kmph for general traffic as per the
IRC: 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:
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 61 January 2011

i. Sharp curves with radius less than 161m.
ii. Transition zones (speed limit zones).
iii. Village/urban approaches.

Proper sign boards and marking are proposed to advise the drivers in advance of the situation.

8.12 Design of Toll Plaza

Toll plaza location is one of the most important aspects of any toll scheme. The key factors that
govern the optimum location of toll plaza are:

Minimum traffic diversion from project road to surrounding road network
Revenue collection
Local issues and local tollable traffic
Compatibility with National Highways Act
Engineering issues

8.12.1 Toll plaza location

Location of toll plazas has been proposed based on the traffic dispersal pattern at the respective
homogenous sections, road geometry and vertical profile of the road and the surrounding area.

The locations for the toll plaza for the different section are given in Table 8.29:

Table 8.29: Location and Section of Toll Plaza

Sl. No
Toll Plaza Location
Remark
Existing Chainage
(km)
Design Chainage
(km)
1 42+877 47+900
One section from Project Start to
Project End


8.12.2 Toll Plaza Design

A width of 3.2m between two upstand kerbs of tollbooth islands is considered optimum in order
to channel vehicles and to ensure they stop close enough to the toll collector. Provision of
different toll lanes width reduces the flexibility, and hence should have not been proposed.

One extra lane 4.5m width should be provided in each direction, in addition to toll lanes, for non-
tollable/exempt vehicles and oversized (extra wide) vehicles, which cannot pass through regular
toll lanes.


Number of Toll Lanes

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

DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut- Bulandshahr Section (NH-235) Development Proposal
Scott Wilson 8 - 62 January 2011
Table 8.30: Required Toll Lanes

Year 2011 2031 2036 2041
Tollable Vehicles 10189 57870 79989 104699
Peak Hour Factor 4.7% 4.7% 4.7% 4.7%
Peak Hour Vehicles 484 2749 3799 4972
Toll Lane Requirement
Semi Automatic Toll Lane @ 240 vehicles per hour 3 12 16 21
Automatic Toll Lane @ 360 vehicles per hour 2 8 11 14
Electronic Toll Collection (ETC lanes) @ 1200 vehicle per hour 1 3 4 5

Hence, Total number of toll lane is 14 including two extra lanes.

Land width for Toll Plaza

Land width for the toll plaza is to be acquired to permit the provision of toll lanes for projected
peak hour traffic of 20 years subjected to a minimum number of 16 toll lanes and including all
other building and structures to be accommodated at the Toll plaza location.

General Layout

A flared entry and exit approach to the toll plaza should be laid out for the safe transition of
vehicles from the highway to toll plazas and vice versa. Various flare angles can be used
however a flare angle of 1:10 is considered to be most appropriate for National Highways where
the average approach speed of vehicles is in the order of 61 90 km/hr. The total width at the toll
plaza axis is a direct function of the number of toll lanes required in the system. The general
layout of toll plaza is shown in Annexure 8.3.








Annexure - 8.1
Analysis of Unit Delineation for BBD









Annexure 8.1
From To
35.000 36.000 0.566 1.00 1.00 0.57 0.57 0.57 -0.29
36.000 37.000 0.933 1.00 2.00 0.75 0.75 1.32 -0.40
37.000 38.000 0.947 1.00 3.00 0.94 0.94 2.26 -0.31
38.000 39.000 0.810 1.00 4.00 0.88 0.88 3.13 -0.29
39.000 40.000 0.963 1.00 5.00 0.89 0.89 4.02 -0.26
40.000 41.000 0.610 1.00 6.00 0.79 0.79 4.81 -0.33
41.000 42.000 0.897 1.00 7.00 0.75 0.75 5.56 -0.44
42.000 43.000 0.994 1.00 8.00 0.95 0.95 6.51 -0.35
43.000 44.000 0.871 1.00 9.00 0.93 0.93 7.44 -0.27
44.000 45.000 0.816 1.00 10.00 0.84 0.84 8.28 -0.28
45.000 46.000 0.969 1.00 11.00 0.89 0.89 9.18 -0.25
46.000 47.000 0.782 1.00 12.00 0.88 0.88 10.05 -0.23
47.000 48.000 0.995 1.00 13.00 0.89 0.89 10.94 -0.20
48.000 49.000 0.890 1.00 14.00 0.94 0.94 11.88 -0.11
49.000 50.000 1.004 1.00 15.00 0.95 0.95 12.83 -0.02
50.000 51.000 0.799 1.00 16.00 0.90 0.90 13.73 0.02
51.000 52.000 0.703 1.00 17.00 0.75 0.75 14.48 -0.08
52.000 53.000 0.998 1.00 18.00 0.85 0.85 15.33 -0.09
53.000 54.000 0.891 1.00 19.00 0.94 0.94 16.28 0.00
54.000 55.000 0.871 1.00 20.00 0.88 0.88 17.16 0.02
55.000 56.000 0.739 1.00 21.00 0.81 0.81 17.96 -0.03
56.000 57.000 0.856 1.00 22.00 0.80 0.80 18.76 -0.09
57.000 58.000 0.816 1.00 23.00 0.84 0.84 19.60 -0.11
58.000 59.000 0.837 1.00 24.00 0.83 0.83 20.42 -0.14
59.000 60.000 0.898 1.00 25.00 0.87 0.87 21.29 -0.13
60.000 61.000 0.859 1.00 26.00 0.88 0.88 22.17 -0.11
61.000 62.000 0.903 1.00 27.00 0.88 0.88 23.05 -0.08
62.000 63.000 0.853 1.00 28.00 0.88 0.88 23.93 -0.06
63.000 64.000 0.747 1.00 29.00 0.80 0.80 24.73 -0.12
64.000 65.000 0.978 1.00 30.00 0.86 0.86 25.59 -0.11 At 27.42
65.000 66.000 0.851 1.00 31.00 0.91 0.91 26.51 -0.05 Lp 32.00
66.000 67.000 0.968 1.00 32.00 0.91 0.91 27.42 0.00 F 0.86
Analysis of Unit delineation of Characteristic Deflection by Cumulative Difference Approach
Avg.
Deflection
Actual
Interval
Area
Cum. Area Zx
Chainage
Characteristic
Deflection
Distance
Cum.
Distance
Scott Wilson 1 of 2
Annexure 8.1
-0.1
0.0
0.1
35 40 45 50 55 60 65 70
r
e
n
c
e

Unit Delineation of Road Sections
Scott Wilson 2 of 2
-0.5
-0.4
-0.3
-0.2
C
u
m
u
l
a
t
i
v
e

D
i
f
f
e
Chainage (km)







Annexure 8.2 A
Design traffic in million standard
axle at km 18+000








Annexure 8.2A
AADT
Growth
Rate %
AADT
Growth
Rate %
AADT
Growth
Rate %
AADT
Growth
Rate %
AADT
Growth
Rate %
BASE
YEAR
2010 752 6.70 1290 5.20 1119 5.20 1522 5.20 182 5.20
2011 802 6.40 1357 5.20 1177 5.20 1601 5.20 191 5.20
2012 854 6.40 1428 5.20 1238 5.20 1684 5.20 201 5.20
2013 908 6.40 1502 5.20 1303 5.20 1772 5.20 212 5.20
1 2014 967 6.40 1580 5.20 1371 5.20 1864 5.20 223 5.20
2 2015 1028 6.40 1662 5.20 1442 5.20 1961 5.20 235 5.20
3 2016 1094 6.40 1749 5.00 1517 5.20 2063 5.20 247 5.00
4 2017 1164 5.50 1836 5.00 1596 5.00 2170 5.00 259 5.00
5 2018 1228 5.50 1928 5.00 1675 5.00 2279 5.00 272 5.00
6 2019 1296 5.50 2024 5.00 1759 5.00 2393 5.00 286 5.00
7 2020 1367 5.50 2125 5.00 1847 5.00 2512 5.00 300 5.00
8 2021 1442 5.50 2232 5.00 1940 5.00 2638 5.00 315 5.00
9 2022 1522 5.10 2343 5.00 2037 5.00 2770 5.00 331 5.00
10 2023 1599 5.10 2460 5.00 2138 5.00 2908 5.00 347 5.00
11 2024 1681 5.10 2583 5.00 2245 5.00 3054 5.00 364 5.00
12 2025 1766 5.10 2713 5.00 2358 5.00 3207 5.00 383 5.00
13 2026 1857 5.10 2848 5.00 2475 5.00 3367 5.00 402 5.00
14 2027 1951 5.00 2991 5.00 2599 5.00 3535 5.00 422 5.00
15 2028 2049 5.00 3140 5.00 2729 5.00 3712 5.00 443 5.00
16 2029 2151 5.00 3297 5.00 2866 5.00 3898 5.00 465 5.00
17 2030 2259 5.00 3462 5.00 3009 5.00 4092 5.00 488 5.00
18 2031 2372 5.00 3635 5.00 3159 5.00 4297 5.00 513 5.00
19 2032 2490 5.00 3817 5.00 3317 5.00 4512 5.00 539 5.00
20 2033 2615 5.00 4008 5.00 3483 5.00 4738 5.00 565 5.00
21 2034 2746 5 00 4208 5 00 3657 5 00 4974 5 00 594 5 00
Constructi
on Period
YEAR
Bus LGV 2-axle 3-axle M-axle
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
21 2034 2746 5.00 4208 5.00 3657 5.00 4974 5.00 594 5.00
22 2035 2883 5.00 4419 5.00 3840 5.00 5223 5.00 623 5.00
23 2036 3027 5.00 4639 5.00 4032 5.00 5484 5.00 655 5.00
24 2037 3178 5.00 4871 5.00 4234 5.00 5759 5.00 687 5.00
25 2038 3337 5.00 5115 5.00 4445 5.00 6046 5.00 722 5.00
26 2039 3504 5.00 5371 5.00 4668 5.00 6349 5.00 758 5.00
27 2040 3679 5.00 5639 5.00 4901 5.00 6666 5.00 796 5.00
28 2041 3863 5.00 5921 5.00 5146 5.00 7000 5.00 835 5.00
0.5
0.75
Bus 0.953
LGV 0.652
2-Axle 7.077
3-Axle 9.975
M-Axle 5.499
BUS LGV
1.181 1.286 39 msa
1.567 1.695 52 msa
2.722 2.909 89 msa
4.199 4.458 137 msa
6.084 6.435 197 msa
7.960 8.404 257 msa 30 years 79.226 151.880 9.995
20 years 42.022 80.558 5.302
25 years 60.666 116.299 7.654
10 years 15.969 30.613 2.016
15 years 27.414 52.555 3.459
Year 2-Axle 3-Axle
M-Axle
TOTAL
8 years 12.118 23.230 1.530
CUMULATIVE NUMBER OF STANDARD AXLES TO BE CATERED FOR DESIGN IN TERMS OF MSA PER LANE IN EACH
DIRECTION
Directional Distribution
The Cumulative number of Standard Axles (N)
Lane Distribution (D)
V
D
F

V
a
l
u
e
s

(
F
)
A= Initial traffic in the year of completion of construction
n= Design life in years
r = Annual growth Rate of Commercial Vechile
30 years 22.274 34.354 29.853 40.604 4.847
25 years 17.024 26.307 22.859 31.092 3.711
20 years 11.750 18.224 15.834 21.537 2.571
15 years 7.618 11.890 10.330 14.050 1.678
10 years 4.386 6.928 6.017 8.184 0.977
8 years 3.304 5.258 4.566 6.210 0.742
Cumulative Both Direction Traffic in Million
Year BUS LGV 2-Axle 3-Axle M-Axle

F D A
r
r
N
n

1 1 365
Scott Wilson 1 of 1







Annexure 8.2 B
Design traffic in million standard
axle at km 39+000








Annexure 8.2B
AADT
Growth
Rate %
AADT
Growth
Rate %
AADT
Growth
Rate %
AADT
Growth
Rate %
AADT
Growth
Rate %
BASE
YEAR
2010 705 6.40 1562 5.20 1706 5.20 1659 5.20 193 5.20
2011 750 6.40 1643 5.20 1795 5.20 1745 5.20 203 5.20
2012 798 6.40 1729 5.20 1888 5.20 1836 5.20 214 5.20
2013 849 6.40 1819 5.20 1986 5.20 1931 5.20 225 5.20
1 2014 904 6.40 1913 5.20 2089 5.20 2032 5.20 236 5.20
2 2015 961 6.40 2013 5.20 2198 5.20 2138 5.20 249 5.20
3 2016 1023 6.40 2117 5.20 2312 5.20 2249 5.20 262 5.20
4 2017 1088 5.50 2227 5.00 2433 5.00 2366 5.00 275 5.00
5 2018 1148 5.50 2339 5.00 2554 5.00 2484 5.00 289 5.00
6 2019 1211 5.50 2456 5.00 2682 5.00 2608 5.00 303 5.00
7 2020 1278 5.50 2578 5.00 2816 5.00 2739 5.00 319 5.00
8 2021 1348 5.50 2707 5.00 2957 5.00 2876 5.00 335 5.00
9 2022 1422 5.10 2843 5.00 3105 5.00 3019 5.00 351 5.00
10 2023 1495 5.10 2985 5.00 3260 5.00 3170 5.00 369 5.00
11 2024 1571 5.10 3134 5.00 3423 5.00 3329 5.00 387 5.00
12 2025 1651 5.10 3291 5.00 3594 5.00 3495 5.00 407 5.00
13 2026 1736 5.10 3455 5.00 3774 5.00 3670 5.00 427 5.00
14 2027 1824 5.00 3628 5.00 3963 5.00 3853 5.00 448 5.00
15 2028 1915 5.00 3810 5.00 4161 5.00 4046 5.00 471 5.00
16 2029 2011 5.00 4000 5.00 4369 5.00 4248 5.00 494 5.00
17 2030 2112 5.00 4200 5.00 4587 5.00 4461 5.00 519 5.00
18 2031 2217 5.00 4410 5.00 4817 5.00 4684 5.00 545 5.00
19 2032 2328 5.00 4631 5.00 5057 5.00 4918 5.00 572 5.00
20 2033 2445 5.00 4862 5.00 5310 5.00 5164 5.00 601 5.00
21 2034 2567 5 00 5105 5 00 5576 5 00 5422 5 00 631 5 00
Constructi
on Period
VEHICULAR TRAFFIC PROJECTION IN AADT , BOTH DIRECTION
YEAR
Bus LGV 2-axle 3-axle M-axle
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
21 2034 2567 5.00 5105 5.00 5576 5.00 5422 5.00 631 5.00
22 2035 2695 5.00 5360 5.00 5855 5.00 5693 5.00 662 5.00
23 2036 2830 5.00 5628 5.00 6147 5.00 5978 5.00 695 5.00
24 2037 2971 5.00 5910 5.00 6455 5.00 6277 5.00 730 5.00
25 2038 3120 5.00 6205 5.00 6777 5.00 6591 5.00 767 5.00
26 2039 3276 5.00 6516 5.00 7116 5.00 6920 5.00 805 5.00
27 2040 3440 5.00 6841 5.00 7472 5.00 7266 5.00 845 5.00
28 2041 3612 5.00 7183 5.00 7846 5.00 7630 5.00 888 5.00
0.5
0.75
Bus 0.643
LGV 0.331
2-Axle 6.807
3-Axle 10.470
M-Axle 6.971
BUS LGV
0.745 0.792 48 msa
0.989 1.044 63 msa
1.717 1.792 108 msa
2.648 2.747 166 msa
3.837 3.966 240 msa
5.020 5.180 314 msa 30 years 116.173 173.766 13.460
20 years 61.619 92.167 7.140
25 years 88.957 133.058 10.307
10 years 23.416 35.025 2.713
15 years 40.199 60.128 4.658
Year 2-Axle 3-Axle
M-Axle
TOTAL
8 years 17.769 26.577 2.059
CUMULATIVE NUMBER OF STANDARD AXLES TO BE CATERED FOR DESIGN IN TERMS OF MSA PER LANE IN EACH
DIRECTION
Directional Distribution
The Cumulative number of Standard Axles (N)
Lane Distribution (D)
V
D
F

V
a
l
u
e
s

(
F
)
A= Initial traffic in the year of completion of construction
n= Design life in years
r = Annual growth Rate of Commercial Vechile
30 years 20.823 41.671 45.513 44.259 5.149
25 years 15.915 31.909 34.850 33.890 3.943
20 years 10.985 22.103 24.140 23.475 2.731
15 years 7.122 14.419 15.749 15.315 1.782
10 years 4.100 8.399 9.174 8.921 1.038
8 years 3.089 6.374 6.961 6.769 0.788
Cumulative Both Direction Traffic in Million
Year BUS LGV 2-Axle 3-Axle M-Axle

F D A
r
r
N
n

1 1 365
Scott Wilson 1 of 1







Annexure 8.3
Design of rigid pavements for toll
plaza location at km 35+215








Annexure 8.3
Inputs
Type of Concrete M40
Flexural Strength (Modulus of Rupture) of
Concrete
f
cr
45 kg/cm2
Design Period 30 Years
Load Safety Factor 1.2
Design Traffic, % of the total Repetitions of
Comercial Vehicles
25 %
98th Percential axle load 17 ton
Tyre Pressure 8 kg/cm2
CBR Value of subgrade 8 %
Thickness of Granular Sub-Base 150 cm
Thickness of DLC 150 cm
Trial Thickness of Pavement h 30 25
Posson's Ratio of Concrete 0.15
Modulus of Elasticity of concrete E 300000 kg/cm2
Coefficent of Thermal expansion of
Concrete
o 0.00001
/
0
C
Spacing of contraction joint (L) 450 cm
Width of Slab (B) 350 cm
Effective k over 150 cm DLC 27.7 kg/cm3
DESIGN OF PLAIN JOINTED RIGID PAVEMENTS FOR TOLL PLAZA
LOCATION AT KM 35+215
Modulus of subgrade reaction (kg/cm3)
(from Table 2)
4.5 kg/cm3
PROJECT:
DPR for rehabilitation and upgradation of NH stretches under NHDP-IVB [Group
B (Package No. UP/DPR/NHDP-IV/07)] in the state of U.P.:Meerut- Bulandshahr
Section (NH-235)
Scott Wilson 1 of 8
Annexure 8.3
SINGLE AXLE REAR ONLY
TOTAL
1 0.00 2.00 1 266565 1.20 1.71 0.04 Infinity 0.000
2 2.00 4.00 3 914633 3.60 4.403 0.10 Infinity 0.000
3 4.00 6.00 5 3960050 6.00 6.78 0.15 Infinity 0.000
4 6.00 8.00 7 4088411 8.40 9.007 0.20 Infinity 0.000
5 8.00 10.00 9 790608 10.80 11.133 0.25 Infinity 0.000
6 10.00 12.00 11 613197 13.20 13.177 0.29 Infinity 0.000
7 12.00 14.00 13 1395485 15.60 15.152 0.34 Infinity 0.000
8 14.00 16.00 15 452771 18.00 17.069 0.38 Infinity 0.000
9 16.00 18.00 17 452771 20.40 18.937 0.42 Infinity 0.000
10 18.00 20.00 19 371020 22.80 20.765 0.46 14335236 0.026
11 20.00 22.00 21 22918 25.20 22.558 0.50 762043 0.030
12 22.00 24.00 23 0 27.60 24.32 0.54 166533 0.000
13 24.00 26.00 25 0 30.00
14 26.00 28.00 27 0 32.40
15 28.00 30.00 29 0 34.80
TANDEM AXLE
TOTAL
Stress,
kg/cm
2
from
Stress
Ratio
Expected
Repetitions
AL X 1.2
AL X 1.2
Axle
Load (AL)
in
Tonnes
Axle Load Category
(Tonnes)
Stress
Ratio
Fatigue
life,
N
Fatigue life
consumed
Expected
Repetitions
in Design life
Sl.
No.
Axle Load Category
(Tonnes)
Axle
Load (AL)
in
Stress,
kg/cm
2
from
charts
Fatigue Life Analysis
Sl.
No.
Fatigue
life,
N
Fatigue life
consumed
1 0.00 2.00 1 0 1.20 0.795 0.02 Infinity 0.000
2 2.00 4.00 3 0 3.60 2.063 0.05 Infinity 0.000
3 4.00 6.00 5 0 6.00 3.153 0.07 Infinity 0.000
4 6.00 8.00 7 1820972 8.40 4.15 0.09 Infinity 0.000
5 8.00 10.00 9 1505902 10.80 5.09 0.11 Infinity 0.000
6 10.00 12.00 11 0 13.20 5.989 0.13 Infinity 0.000
7 12.00 14.00 13 0 15.60 6.857 0.15 Infinity 0.000
8 14.00 16.00 15 0 18.00 7.697 0.17 Infinity 0.000
9 16.00 18.00 17 431951 20.40 8.515 0.19 Infinity 0.000
10 18.00 20.00 19 653857 22.80 9.3111 0.21 Infinity 0.000
11 20.00 22.00 21 2498543 25.20 10.089 0.22 Infinity 0.000
12 22.00 24.00 23 1978508 27.60 10.849 0.24 Infinity 0.000
13 24.00 26.00 25 3420039 30.00 11.593 0.26 Infinity 0.000
14 26.00 28.00 27 863904 32.40 12.322 0.27 Infinity 0.000
15 28.00 30.00 29 2147900 34.80 13.038 0.29 Infinity 0.000
16 30.00 32.00 31 210047 37.20 13.741 0.31 Infinity 0.000
17 32.00 34.00 33 904557 39.60 14.433 0.32 Infinity 0.000
18 34.00 36.00 35 52512 42.00 15.114 0.34 Infinity 0.000
19 36.00 38.00 37 315071 44.40 15.786 0.35 Infinity 0.000
20 38.00 40.00 39 52512 46.80 16.449 0.37 Infinity 0.000
21 40.00 42.00 41 157535 49.20 17.104 0.38 Infinity 0.000
22 42.00 44.00 43 0 51.60 17.752 0.39 Infinity 0.000
23 44.00 46.00 45 0 54.00 18.392 0.41 Infinity 0.000
24 46.00 48.00 47 0 56.40
CUMULATIVE FATIGUE LIFE CONSUMED 0.056
SAFE
charts in Design life Tonnes
N
Scott Wilson 2 of 8
Annexure 8.3
60 00
70.00
80.00
90.00
100.00
110.00
Design Wheel Load: Rear Single Axle Only
r
e
q
u
e
n
c
y

%
Scott Wilson 3 of 8
0.00
10.00
20.00
30.00
40.00
50.00
60.00
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Rear Single Axle Load In Ton
C
u
m
u
l
a
t
i
v
e


F
r
98Percentile Load=17.0Ton
Annexure 8.3
LGV 2-Axle 3-Axle Multiaxle Bus
0-2 1 16 0 0 16 3.33 16.00 3.33
2-4 3 23 22 0 45 9.38 61.00 12.71
4-6 5 79 15 60 154 32.08 215.00 44.79
6-8 7 21 1 101 123 25.63 338.00 70.42
8-10 9 0 11 14 25 5.21 363.00 75.63
10-12 11 0 22 0 22 4.58 385.00 80.21
12-14 13 0 49 0 49 10.21 434.00 90.42
14-16 15 0 15 0 15 3.13 449.00 93.54
16-18 17 0 15 0 15 3.13 464.00 96.67
18-20 19 0 15 0 15 3.13 479.00 99.79
20-22 21 0 1 0 1 0.21 480.00 100.00
22-24 23 0 0 0 0 0.00 480.00 100.00
24-26 25 0 0 0 0 0.00 480.00 100.00
26-28 27 0 0 0 0 0.00 480.00 100.00
28-30 29 0 0 0 0 0.00 480.00 100.00
480
Number of Axles
Analysis of Axle Load Survey for Rigid Pavement Design
Axle Load
(tonnes)
Average Axle
Load (tonnes)
Single Axles Rear only
Total
Total % Total
Cumulative
Total
Cumulative
Total %
Scott Wilson 4 of 8
Annexure 8.3
450 cm
350 cm
70.661 cm
6.368
0.938
15.8
o
C
1.00E-06
2.22306 kg/cm2
24.32 kg/cm2
26.54 kg/cm2
45.00 kg/cm3
Total of Temperature Warping Stress and the highest
axle load stress=
Flexural Strength of Concrete=
Safe
Edge Warping Stress =
Spacing of contraction joint (L)
Width of Slab (B)
Radius of relative stiffness (I)
L/I
Bradbury's Coefficent ( C )
Temperature Differential (t)
Coefficient of thermal expansion of cement concrete (o )
Highest Axle Load Stress
Check for Temperature Stresses
( )
4
2
3
1 12 k
Eh

=
2
t CEo
Total of Temperature Warping Stress and the highest axle load stress is less
than the flexural strength, so pavement is safe under the combined action of
wheel load and temperature
Scott Wilson 5 of 8
Annexure 8.3
Corner Stress
Radius of relative stiffness, (l)
Radius of area contact of wheel,
Considering a Single Axle dual
wheel (a)
Tyre Pressure (q) 8 kg/cm2
98 percentile axle load 17 tonne
Wheel Load( Dual wheel), P 8.5 tonne
Load on one tyre, P
d
4.25 tonne
C/c distance between two tyres (S) 31 cm
a = 21.417 cm
l = 70.661 cm
2
Check for Corner Stress
(
(

|
|
.
|

\
|
=
2 . 1
2
2
1
3
l
a
h
P
( )
4
2
3
1 12 k
Eh

=
5 . 0
5 . 0
5227 . 0
8521 . 0
(
(

|
|
.
|

\
|
+ =
xq
P S
qx
P
x
d d
t t
CORNER STRESS 18.08
Kg/cm
2
Flexural Strength of Concrete 45
Kg/cm
3

The corner stress is less than the flexural strength of the concrete
It is safe
Scott Wilson 6 of 8
Annexure 8.3
Design wheel Load (Dual Wheel)
Percentage of Wheel load to transferred by Dowel bar
Width of Joint (z)
Diameter of Dowel bar (b)
Characteristic compresive strength of concrete (M40) Grade (f
ck
)
Spacing between Dowel bar, (s) =
Distance of the first Dowel bar from the Pavement Edge
Total Load transferred by Dowel bar system
Load carried by the Outer dowel bar, (P
t
)
Check for Bearing Stress
DESIGN OF DOWEL BAR
8500 Kg
% 40
cm 2
cm 3.2
cm 20
Kg/cm
2
400
Kg/cm
2
292.28
cm 15
cm 70.661
4
2.302 Pt
Kg 1477.144
4
Allowable Bearing Stress on Concrete (F
b
) = (10.16-b)*f
ck
/9.525
Radius of Relative Stiffness, ( l )
Number of dowel bars participating in load transfer when load is just over the
dowel bar close to the edge of the slab, (n) = 1+ l /spacing
( )
4
2
3
1 12 k
Eh

=
4
4 / EI Kb
( ) Z
EI
KP
t
|
|
+ 2
4
3
Scott Wilson 7 of 8
Moment of Inertia of Dowel bar, (I) = tb
4
/64
Modulus of Dowel/Concrete interaction (Dowel Support), (K)
Modulus of the Elasticity of the Dowel bar, (E)
cm
4
5.147
Kg/cm
2
/cm
41500
Kg/cm
2
272
Kg/cm
2
2.0E+06
0.238 Relative stiffness of dowel bar embedded in concrete, (|) =
Bearing Stress between the concrete and dowel bar (o
max
) =
Since Bearing Stres is less than the Allowable Bearing stress, Safe
( )
4
2
3
1 12 k
Eh

=
4
4 / EI Kb
( ) Z
EI
KP
t
|
|
+ 2
4
3
Scott Wilson 7 of 8
Annexure 8.3
Design Parameters
Slab Thick ness cm 30
Coefficient of friction between pavement and the Sub-base/base, (f) 1.5
Lane Width, (b) m 3.5
Density of Concrete kg/m3 2400
Weight of Slab, (W)
kg/m
2
720
Allowable Tensile Stress in plain bars (as per IRC:21-2000), (S)
kg/cm
2
1250
Allowable Tensile Stress in Deformed bars (as per IRC:21-2000), (S)
kg/cm
2
2000
Allowable Bond Stress in plain tie bars, (B)
kg/cm
2
17.5
Allowable Bond Stress in Deformed tie bars, (B)
kg/cm
2
24.6
Diameter of Tie bar cm 1.2
Cross Sectional area of tie bar, (A)
cm
2
1.131
Perimetre of Tie bar, (P) cm 3.770
(A) Spacing and length of the plain bar
cm
2
/m
3.024
Spacing of Tie bars c/c, = A/As cm 37
Length of Tie bar, (L) = 2xSxA / BxP cm 42.86
cm 58.00
(A) Spacing and length of the Deformed Tie bar
cm
2
/m
1.89
Spacing of Tie bars c/c, = A/As cm 59
Length of Tie bar, (L) = 2xSxA / BxP cm 48.78
cm 64.00
DESIGN OF TIE BARS
Area of Steel bar per metre width of join to resist the frictional force
at slab bottom, (As) = bfW/ S
Increase length by 10 cm for loss of bond due to painting and
another 5 cm for tolerance in placement, Therefore the length is
Area of Steel bar per metre width of join to resist the frictional force
at slab bottom, (As) = bfW/ S
Increase length by 10 cm for loss of bond due to painting and
another 5 cm for tolerance in placement, Therefore the length is
Scott Wilson 8 of 8







Annexure 8.4
General Layout of Toll Plaza

Annexure 8.4
Scott Wilson Page 1 of 1









Chapter 9
Environmental Screening and
Initial Environmental Evaluation
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 1 October 2010
9.0 ENVIRONMENTAL SCREENING AND INITIAL ENVIRONMENTAL EVALUATION

9.1 Background

The National Highways Authority of India (NHAI) has been entrusted to implement the
development of the project stretch Meerut to Bulandshahr Section of NH-235 for four lane
rehabilitation and up-gradation under NHDP, Phase IVB on BOT/EPC mode under Package No:
UP/DPR/NHDP-IV/07 in the state of Uttar Pradesh.

Environmental Impact Assessment report has been prepared in order to identification and
evaluation of the anticipated environmental impacts during design, construction and operation
phases of 4 lane divided carriageway from Meerut to Bulandshahr Section of National Highway-
235 which starts at km 0+000 at Begum Bridge within Meerut City and ends at 66+482 on Bhur
Choraha of Bulandshahr City. Based on identified environmental and social issues,
environmental mitigation measures have been proposed for design of the project road.

9.2 Project Description

The 4 laning of Meerut Bulandshahr Section of NH-235, starts from Meerut Town (Km.
7+469) and ends at Bulandshahr town (Km. 66+482). The project road section traverses through
three districts of the Uttar Pradesh, namely Meerut, Ghaziabad and Bulandshahr. The main towns
on the stretches are Meerut, Kharkhonda, Hapur, Gulaothi and Bulandshahr.

Main features of the project road are as under:

From km 0+000 to km 7+469 the existing project road has four-lane with divided carriageway
configuration. Hence, Meerut-Bulandshahr section of NH-235 is framed with the concept of
4-lane configuration highway from km 7+469 onwards to km 66+482.
The four-lane with divided carriageway configuration of Meerut Bulandshahr Section of
NH-235 will require significant land acquisition as existing ROW varies from 30-37 m.
There is no Reserve forest along the project road.
There is no wildlife sanctuary within the 15 km either side from the project road.

The project road is 4 laning of Meerut Bulandshahr Section of NH-235. The project road is a
designated development under the Environmental Impact Assessment (EIA) Notification, 2009
under Environment (Protection) Act (EPA), 1986. As per EIA Notification -2009, Environmental
clearance is required for (i.) New National High ways; and ii) Expansion of National High ways
of greater than 30 km, involving additional right of way greater than 20m involving land
acquisition.

Environmental Impact Assessment studies for the project road will be carried out as per EIA
Notification 2009 after approval of TOR from Ministry of Environment & Forests.

9.3 Description of the Environment

The physical, biological and socio-economic baseline environmental conditions along the project
road are discussed in the following sub sections:

Topography and Physiography: Physiographically, the area along the existing road lies in the
Gangetic Plain. The study area is level plain and has mostly flat topography. The general slope
of the area is from north to south direction. No rock outcrop is observed in the area. Mostly crop
fields observed both side of project road.

DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 2 October 2010
Drainage Pattern: Good natural drainage is available in the area along the project road. There
are few distributaries and minors in the area. There is no major river

Geology: The region is formed by the alluvium of the Quaternary age. No rock outcrop is
observed in the area. The strata section of different tube wells of the area indicates the presence
of thick succession of alternate sequence of sand and clay. The thickness of these beds varies
from place to place. The sedimentary sequence contains alternate layers of sand and clay. The
ground surface is formed by clay. The grain size of the sediments becomes gradually finer in the
upward direction. The area is not subjected to major structural disturbance, so the sediments are
neither folded nor joint and nor fractured.

Surface and Ground Water Hydrology: There are few distributaries and minors flowing
through the area. There is major no river crossed by project road.

The region is medium rainfall area. The area receives average, 829.4 mm of rainfall annually
mainly from south-west monsoon. Nearly 71.6 % of annual rainfall is received during July to
September. Only about 9% of the normal rainfall is received during the winter season. On an
average, there are 41 rainy days in a year

Ground water is the most important water source in the study area. There are many borewells in
the area but dug wells are only few. The first or upper aquifer lies between the depth range of 10
to 30 m below ground level (bgl). The shallow aquifers in the study area are unconfined or semi-
confined and these are the water table aquifers. The drilling depth of most of the private
tubewells for irrigation ranges from 15 to 30 m and draw water from main aquifers found at 20 to
25 m bgl. The main aquifers are separated from the top shallow aquifers by clay-kankar beds.
The aquifer material consists of fine to coarse sand. Kankar and pebbles are found associated
with both clay and sand horizons of varying depths.

Soil Characteristics: The soil of the study area consists of alluvial deposit dominated by
sediment constituents. Soil in the area is deep and generally very fertile and possesses mostly
sand, sandy loam, clay loam and loamy texture. The colour of soil in the study area varies from
brown to yellowish. The top surface of soil consists of mostly sandy. Soil of the area are very
fertile and mostly suitable for wheat, sugarcane, paddy, vegetable, fodder, etc.

Water Quality: Ground water samples were collected from most commonly used hand pumps
along the project road. On perusal of the analysis data, it is observed that analyzed values of
water samples are well below the prescribed limits for drinking water as per IS: 10500 for all the
parameters analyzed.

Climatology: May is the hottest month with the mean daily maximum temperature at 40.0
O
C and
the mean daily minimum at 24.8
O
C. 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 45
O
C or 46
O
C. 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 20.6
O
C and the mean daily minimum temperature at 7.9
O
C. In the
winter months during cold waves which affect the area in the wake of western disturbances
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 3 October 2010
passing eastwards minimum temperature may sometimes go down close to the freezing point of
water.

RH is highest during July to September months (76 to 83% at 8:30 hr) and lowest during April
and May months (38 to 39% at 8:30 hr).

Annual average wind speed is 6.3 kmph (1.8 m/s). Highest average monthly wind speed is
observed to be in June (8.9 kmph or 2.5 m/s) while lowest (3.7 kmph or 1.0 m/s) in December
month.

The prevailing winds blow from W-NW sector towards E-SE sector from September to April.
During May and August winds blow from E-W. October and December months have relatively
high calm periods whereas low calm periods are observed during May and June months.

Ambient Air Quality: Ambient air quality monitoring has been carried out with a frequency of
two days per week at 4 locations during the study period. The baseline data of air environment
was monitored for the below mentioned parameters:

Particulate Matter (PM
2.5
);
Particulate Matter (PM
10
);
Sulphur dioxide (SO
2
);
Oxides of Nitrogen (NO
X
); and
Carbon monoxides (CO);

National air quality standards for rural, residential and industrial area, along the project road are
met for monitored parameters (PM
2.5
, PM
10,
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 (PM
2.5
, PM
10
, SO
2
, NOx and CO) for all AAQM stations.

Noise Measurements: A preliminary reconnaissance survey was undertaken to identify the major
noise generating sources in the area. The day noise level has been monitored during 6 AM to 10
PM and night levels during 10 PM to 6 AM at all locations. Measured Leq noise levels are
within the limit stipulated for residential areas.

Forest

There is no reserved forest-land involved in the proposed road.

Trees along the Project Road

The plant species like Eucalyptus hybrid, Azadirachta indica, Dalbergia sissoo, Cassia fistula,
Holoptelea integrifolia, Morus ramphij, Pongamia glabra, Albizia lebbek, are very frequently
observed along the project road.

Approx. 13655 trees may need to be cut for project road. Cutting of trees will be major adverse
environmental impact of the project. However, to mitigate the anticipated environmental impacts
due to tree cutting, compensatory afforestation will be carried out by planting 40955 trees (1:3
ratio). Compensatory afforestation will be carried out by Forest Department and fund for it will
be provided by NHAI.

DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 4 October 2010
Agricultural Development

Agriculture is the main source of livelihood of the population along the project road. Sugarcane,
paddy, wheat, mustard and fodder are major crops cultivated in the area. There are three cropping
season, namely, kharif, Rabi and Zayad. Kharif crops include, jowar, paddy, fodder, etc. while
Rabi crops include wheat, Sugarcane, mustard, etc. Rabi crops are usually sown in November
whereas Kharif crops are sown with the beginning of the first rains in July.

Industries

There is no major industrial establishment along the project road.

Religious Structures

Many religious structures are located along the project. Most of the religious structures are away
from road and will not be affected due to four laning of the project road. However, few mazars
are located close to shoulders and will need to be avoided during design stage.

Sensitive Locations along the Project Road

There is no wildlife sanctuary within 15 km distance either side from the project road.

Protected Areas

The proposed 4 lane upgradation of Meerut Bulandshahr Section NH 235 does not fall under
any protected area.

Archaeological and Historical Monuments

No archaeological and historical monument is located along the project road.

Socio-economic Conditions along the Project Road

There are total 216781 household settlements located along the project road as per census
records2001. Merely 95.9% of total 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,
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 5 October 2010
trade and commerce, and other services. Total non-workers account for 74.1 % of the total
population.

9.4 Potential Environmental Impacts and Mitigation Measures

Important environmental issues of the project road are as given below:

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

i. Impact on Physiography and Topography

Since the proposed project is four laning of the existing road, impact on the physiography of the
area would be insignificant during construction and operation phase. The design will consider the
improvement of roadside drainage conditions through the improvement of cross-drainage
structures. Design of the cross drainage structures will follow IRC Guidelines (IRC, 1995).

ii. Potential Environmental Impacts on Soil

a. Design and Construction Phase

Loss of Productive Soils: The area along the project road is mostly cultivable land. Some loss of
productive soils is anticipated because most of the land is agricultural land along the road. The
productivity of crops in the region will not be affected significantly by the project road.

Efforts will be made to minimize acquisition of productive lands by alignment of cross sections.
The location of construction camp (if any) and other construction sites shall not be located on
productive agricultural land. The topsoil from all areas to be permanently covered shall be
stripped to a specified depth of 150 mm and stored in stockpiles. The stored topsoil will be
utilized for the redevelopment of borrow areas, top dressing of the road embankments, fill slopes
and filling up of tree pits proposed as part of compensatory plantation.

Soil Erosion : During the upgrading of the project, some trees, shrubs and grasses will need to be
cleared along the project road, which may pose some soil erosion problem during rains. Suitable
mitigation measures will need to be implemented to prevent the soil erosion problem.

Contamination of Soil: In the project road, the contamination of the soil will be negligible.
Further, the contractor shall initiate measures to minimize waste generation from all construction
activities.

Compaction of Soil: During construction phase, at some places, soil in the adjoining productive
lands beyond the ROW may be compacted by the movement of construction vehicles, machinery
and equipment.

During the construction phase, mitigation measures to prevent the soil erosion are:

Re-plantation of trees,
Good engineering & construction practices
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 6 October 2010
Turfing on embankment.
Providing mild slopes, not flat nor steep slope,

These steps will efficiently mitigate the potential soil erosion problem and by the time the road
starts operating, the ecosystems will restore itself. Soil erosion should visually check on slops
and high embankment areas along the road during construction phase. In case soils erosion is
found suitable measures should be taken to control the soil erosion.

To prevent any compaction of soil in the adjoining productive lands beyond the ROW, the
movement of construction vehicles, machinery and equipment will be restricted to the corridor.

Ensure stabilization of soil around bridge approach through plantation. Adopt other stabilization
measures also like selection of less eroding materials, placement of good compaction particularly
around water bodies/water streams /bridges and culverts.

Surface drain should be provided for the entire road length with suitable gradients. Drainage
should be augmented wherever it is inadequate to accommodate higher discharges. Existing
culverts should be repaired (renovation and widening up to surface drain).

Borrow Area and Quarries

For construction, substantial quantity of earth is required for project road. The demand of earth is
fulfilled by excavating borrow pits in the vicinity of the project road.

For filling and embankment during construction phase, borrow pits need to be excavated along
the project road. For construction of the Meerut Bulandshahr Section of NH-35, aggregate will
be procured from quarry approved by Uttar Pradesh State Pollution Control Board.

Mitigation Measures

To mitigate the adverse impact during excavation of borrow pits, following mitigation measures
shall be taken:

Indian Road Congress (IRC): 10 -1961 guideline should be followed for excavation of earth
from borrow areas.
Borrow areas shall be excavated as per the intended end use by the owner. In some cases the
owners of land want to develop the area in to pond for rearing fishes. The following criteria
have been used for selection of borrow pits and amount that can be borrowed. They are as
follows:

Borrow areas should not be located on cultivable lands. However, if it becomes necessary
to borrow earth from temporarily acquired cultivated lands, their depth should not exceed
45 cm. The topsoil to a depth of 15 cm shall be stripped and set aside. Thereafter, soil may
be dug out to a further depth not exceeding 30 cm and used in forming the embankment.
Borrow pit shall be selected from wasteland at least 500m away from the road;
Priority should be given to the borrowing from humps above the general ground level
within the road land;
Priority should be given to the borrowing by excavating/enlarging existing tanks;
Borrowing should be from land acquired temporarily and located at least 500m away from
the road;
Borrowing should be from mounds resulting from the digging of well and lowering of
agricultural fields in vicinity of the road;
In case of settlements, borrow pit shall not be selected within a distance 800m from towns
or villages. If unavoidable, earth excavation shall not exceed 30 cm in depth.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 7 October 2010
The haulage distance from site should not be too far.

Aggregate required for road construction shall be procured from quarries approved by Uttar
Pradesh Pollution Control Board. Air and noise emissions from quarry shall be well within the
prescribed limit.

b. Operation Phase

No impact is anticipated on soil during the operation phase and therefore, no mitigation measure
is required. However, soil erosion shall visually be checked on slopes and high embankment
areas along the road during operation phase. In case soils erosion is observed suitable measures
should be taken to control the soil erosion.

iii. Impacts on Water Resources

a Design and Construction Phase

Four laning of the project road is not likely to have any significant impact on existing drainage
system along the project road. Further, adequate culverts and bridges for movement of runoff
during rains will be provided at required locations.

Mitigation Measures

The contractor shall ensure that construction debris does not find it way in to the minor drainage
channels which may get clogged. To restore the surface water flow/drainage, proper mitigation
measures will be taken along the road, like:

Drainage line will be constructed all along the project road.
Extra culverts will be proposed to accommodate the drainage requirement along the
alignment.
Drainage arrangements will be suggested in respect of site conditions in the form of drainage
layer and sub-surface drains in the full width of formation or below the shoulder so as to
keep the pavement well drained at locations where these are required.
Good engineering and construction practiced should be followed.

b. Operation Phase

During the operation phase, drainage pattern or hydrology of the area will not be affected.
Therefore, no impact is anticipated during operation phase and no mitigation measures are
required.

iv. Impact on Water Environment

a. Design and Construction Phase

During design and construction phase, drainage pattern and run off flow conditions along the
project road will not be significantly affected. Water requirement for the project road will be
temporary and meet through existing surface/ground water sources available place to place along
the road. Therefore, no impact is anticipated on the water resources of the area.

No local water supply will be used for upgrading/construction purposes. Hence, the impact on
the local water supply will be insignificant.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 8 October 2010
Mitigation Measures

Following mitigation measures are suggested to mitigate any adverse impacts during design and
construction phase:

Provision shall be made for proper drainage along the road.
Construction camps, if any, shall be properly located to avoid contamination of surface water
bodies by the generation waste and waste-water.
Good engineering practices to be followed to avoid the clogging of water channels along the
project road.
Water to be used for construction shall have separate source.

b. Operation Phase

During operation phase, water quality, drainage pattern and run off flow conditions along the
project road will not be significantly affected and no impact is anticipated on water quality along
the project road. Therefore, no mitigation measure is required for operation phase.

v. Impact on Ambient Air Quality

a. Construction

Certain amount of dust and gaseous emissions will be generated during the construction phase
from excavation machines and road construction machines. Pollutants of primary concern
include Particulate Matter (PM
2.5
) and Particulate Matter (PM
10
). 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 SO
2
. It is
suggested that roughness of project road should be as per IRC:SP:16-2004. As per IRC
guidelines roughness <2000 mm/km is considered good for bituminous concrete surface.

vi. Impact on Noise

During the construction phase, the noise level is bound to increase by the use of construction
machines, generators, etc. However, these noise levels will be temporary in nature mostly during
daytime only. The impact of noise on surrounding area during the construction phase will be
limited to short distance, hence inferred as moderate.

DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 9 October 2010
Some salient features related to potential noise impact of road development include:

The road noise impact is greatest where road passes though populated areas,
The range of noise level should be understood in relation to the habitation type also, for
example, road noise in industrial areas is not likely to be problematic but at sensitive location
like schools, worship place, its impact may be significant

During the operation phase, noise will be generated through the vehicles movement. It will
depend up on traffic density, number of traffic event. Plantation along the road and improved
road conditions will be helpful in reduction on noise levels during operation phase. To mitigate
the impact of noise levels during operation phase, following mitigation measure are anticipated:

It is suggested that roughness of project road should be as per IRC:SP:16-2004. As per IRC
guidelines roughness <2000 mm/km is considered good for bituminous concrete surface.
Developing trees barriers between the road and sensitive area, wherever it is possible.
Noise measurements should be carried out along the road to ensure the effectiveness of
mitigation measures.

vii. Impact on Flora, Fauna and Ecosystem

a. Design and Construction Phase

During the design and construction of project road, vegetation in the form of trees, shrubs and
grasses will be cleared. Matured trees are growing along the road within the ROW, which will
need to clear for construction of road.

Important positive and negative impacts on flora, fauna and ecosystem due to project road are:

Approximately 13655 trees are growing within the ROW. These trees will need to be cut for 4
laning of the project road.
The aquatic ecology will not be damaged, as structures will be provided on the water bodies
crossed by project road.
The loss of trees and herbal cover at least during the construction phase, is likely to produce
some negative impacts.

Impact of Dust Generation of Vegetation

During construction of road, dust will be emitted and settled on the foiler surface of leaves of
plants in the close vicinity of project road. It may interfere plant growth for short duration as this
dust will be washed off during first rain.

Mitigation Measures

Careful and proper planning should be done for re-plantation of trees during design and right
at the commencement of construction and the phase wise removal of growing trees will
mitigate the negative impacts.

Compensatory plantation of 40965 trees should be started during construction phase parallel
to the construction activities.

DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Environmental Screening and
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Initial Environmental Evaluation

Scott Wilson 9 - 10 October 2010
b. Operation Phase

During the operation phase, no adverse impact is anticipated on the flora and fauna of the area.
Plantation along the road on available space will enhance flora in the area.

Mitigation Measures

Compensatory afforestation should be done along the project road during operation phase, where
ever it is possible. Monitoring of survival of trees should be done at regular interval and suitable
mitigation measures should be taken to protect the trees.

viii. Impacts on Social Environment

Construction and operation phases of project road will have some beneficial impacts on social
environment. Some increase in income of local people is expected as local unskilled, semiskilled
and skilled persons may gain direct or indirect employment during construction phase. Since the
immigration of work force during construction phase is likely to be very small, the social impacts
on literacy, health care, transport facilities and cultural aspects are expected to be insignificant.

9.5 Environmental Monitoring Plan

An institutional mechanism needs to be incorporated in the proposed project management and
execution system. The NHAI will be responsible for the implementation of all the mitigation and
management measures suggested in EMP for project road. The NHAI is also responsible for
implementation the complete resettlement and rehabilitation for all those affected by the project.
The NHAI has certain organizational and institutional capacity to be able to satisfactory complete
the implementation of the EMP.

To ensure the effective implementation of the mitigation measures and environmental
management plan during construction and operation phase of the project road, Environmental
monitoring plan has been designed for ambient air quality monitoring, water quality monitoring,
noise levels monitoring, soil erosion and plantation areas.

9.6 Environmental Management Plan

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

9.7 Environmental Budget for Mitigation Measures & Environmental Management Plan

Summary of approximate cost for implementation of mitigation measures and environmental
management plan (EMP) is given below:

Sl. No. Various Activities Cost (Rs.)
1.0 Implementation of EMP 75,995,000
2.0 Environmental Monitoring Cost 494,000
Total 76,489,000
Say Rs. 7.7 Crores










Chapter 10
Initial Social Assessment and
Preliminary Land Acquisition/
Resettlement Plan
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan

Scott Wilson 10 - 1 October 2010
10.0 INITIAL SOCIAL ASSESSMENT AND PRELIMINARY LAND ACQUISITION /
RESETTLEMENT PLAN

10.1 Description of the Project Road

The National Highways Authority of India (NHAI) has been entrusted to implement the
development of the project stretch Meerut to Bulandshahar Section of NH-235 for four lane
rehabilitation and up-gradation under NHDP, Phase IVB on BOT/EPC mode under Package No:
UP/DPR/NHDP-IV/07 in the state of Uttar Pradesh. The 4 laning of Meerut Bulandshahar
Section of NH-235, starts from Meerut Town (Km. 7+469) and ends at Bulandshahar town (Km.
66+482). The project road section traverses through three districts of the Uttar Pradesh, namely
Meerut, Ghaziabad and Bulandshahar. The main towns on the stretches are Meerut, Kharkhonda,
Hapur, Gulaothi and Bulandshahar.

For four laning of the project road, fresh land and structures acquisition will be required. To
provide the compensation and other resettlement benefits to the project affected persons,
resettlement action plan have been prepared as per National Highways Act (Amendment) 1997
and NRRP 2007.

10.2 Objectives of the Resettlement Action Plan

The Resettlement Plan has been prepared keeping the following broad objectives:

a) The negative impact on persons affected by the project would be avoided or minimized.
b) Affected people and the beneficiary population will be informed and consulted about the
project and its design where the negative impacts are unavoidable.
c) 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.

DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan

Scott Wilson 10 - 2 October 2010
The total alignment is sprayed with habitation all along. There are mainly agricultural fields exist
both sides along the project road. Phaphunda, Kharkhauda, Hapur and Gulaothi reroute make the
row congested and need to be bypassed.

10.3.2 Right of Way/Land Requirement

The existing ROW of the project road varies 30 m to 37 m. as per widening plan ROW is
proposed 60 m all along the project road. Due to improvement of curves, widening, realignment
and bypasses, extra land acquisitions shall be necessary. Though the settlements along the
corridor are sparse, certain ribbon development is there within the settlement reaches. In the
absence of any other option, structures shall be affected. Adequate resettlement options shall be
worked out for the affected persons.

10.3.3 Measures to Minimize Impacts

Efforts have been undertaken by adopting appropriate engineering design while finalizing the
road alignment to minimize the resettlement impact on the existing structures and additional land
acquisition. Public consultations and field visits helped in getting better planning and designing
inputs towards minimizing negative social impacts.

10.3.4 Acquisition of Land and Structures

10.3.4.1 Acquisition of Structures

The acquisition of structures will be done as per the provisions of National Highways Act
(Amendment) 1997. The land acquisition plan is being prepared for the entire project stretch.
During the survey, houses and shops located within the ROW have been counted and listed
below.
Affected Private Houses and Shops within the Proposed ROW
S. No. Type of Structures Partly Affected Fully Affected Total
Houses
1. Pacca Houses 32 13 45
2. Temporary Houses 15 19 34
47 32 79
Shops
3. Pacca shops 34 42 76
4. Wooden shops 0 36 36
34 78 112
Total 81 110 191

As mentioned above about 79 houses and 112 shops will be acquired for 4 laning of the project
road. Total structures to be acquired are estimated as 191

10.3.4.2 Acquisition of Land

The land acquisition plan for the project road is under progress and being prepared for entire
project stretch. The project would require the acquisition of 260 ha of land. Since the existing
ROW is about 30 m - 37 m along most of the stretch of the project road, average 25 m width of
land will be acquired along the existing alignment while for bypasses 60 m wide strip will be
acquired. Land will be acquired for bypasses to reduce accidents and impact on settlements and
properties. Also, land will be acquired for the provision of facilities such as toll plaza, way side
amenities along the highway.

DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan

Scott Wilson 10 - 3 October 2010
10.3.5 Project Affected Persons (PAPs)

National Highway would incur in view of the loss of land (agricultural, commercial and
residential), loss of structures (commercial and residential), loss of assets (commercial and
residential). Details of tentative affected person in the project area are given in Table below.

A total of 1316 Project Affected families are estimated and the total affected population based on
the average family size of 5 is 6558. The project affected families (PAF), who will lost land are
found to be 1125 while the PAF loosing structural property are 191.

Type of Loss Project affected Families
Land 1125
Houses 79
Shops 112
Total Affected 1316

Types of family i.e. nuclear, joint or extended have an impact on the resettlement of the PAFs.
The average size of each family in the project area is 5 members. The total affected family in the
project area is 1316. For social impact assessment, entitlement and other analysis family is taken
as a unit.

10.4 Resettlement Principles

Land acquisition for the project road will be done as per the National Highways Act
(Amendment) 1997. The Resettlement Action Plan has been developed based on the National
Highways Act (Amendment) 1997.

Government of India has brought forward a National Policy of Resettlement and Rehabilitation
for Project Affected Families through the Ministry of Rural Development (Department of Land
Resources). The policy document outlines broad guidelines with respect to the rehabilitation and
resettlement for various projects, and para 6.17 of the policy mentions Acquisition of Long
Stretches of Land: In case of projects relating Highways wherein only a narrow stretch of land
extending over several kilometers is being acquired, the Project Affected Families will be offered
an ex-gratia amount of Rs. 20,000/- per family.

10.5 Consultation and Disclosures

A number of public consultations were held with various sections of the project affected
population. People in general agreed on the need for widening the highway and strengthening the
same. The process of information was highly appreciated by the local inhabitants. During public
consultation issues related to safely, compensation, employment generation, information flow,
grievance redressal, role of administration etc. were discussed. Issues were also raised about the
transparency in the project implementation process.

Aiming at building confidence and good rapport among the potential affected people and to
incorporate their feasible needs and suggestions in the design, drainage system and signage at the
intersections, etc. the focused group discussions technique was used to elicit their absorbing
capacity and the opinions about the project road. The detailed facts and perception of both the
likely affected persons (APs) and other stakeholders are given below:

1. Local people are in favour of the project and requested for early completion of the project.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan

Scott Wilson 10 - 4 October 2010
2. Shopkeepers and residents of Hapur town revealed that frequent traffic jam is observed in the
town as project road is passing through market and residential areas. Further, population is
affected by air pollution and noise pollution problems. Therefore, local people emphasize to
provide bypass at Hapur to ease these problems.
3. The project road is passing through Gulaothi where frequent traffic jam is observed as the
project road is passing through market and residential areas. Road is congested in the town.
Local people of Gulaothi requested to provide bypass in right hand side of town.
4. At Sekda village, one Mazar is located close to shoulder of the project road. Local people
suggested that Mazar can not be shifted, hence, opposite side widening should be carried out.
5. At Chainage km 44.400, on left hand side Mazar is located, local people suggested that
Mazar can not be shifted due to religious faith, hence, opposite side widening should be
carried out.
6. Many local people at different places were consulted about the shifting of religious structure
located close to the project road. They reveal that shifting of Mazars, Mosques and Temples
is a sensitive issue among the local communities. Therefore, shifting of any religious
structure should be initiated only after consulting local people and taking them in confidence.
7. Local people wanted to know about the processes and procedures on land acquisition,
resettlement, compensation and assistance which will be provided to affected families for
land acquisition.
8. People requested to pay compensation for acquired land as per market rate.
9. Local people insisted that construction should be started only after paying compensation and
resettlement benefits.
10. Local people were concerned about compensation to be paid to those who are encroachers
and squatters living and doing business on the government land along the project road,
11. Local people requested to provide underpass in the villages located close to project road.
12. Villagers requested for services road in the villages.
13. Most the villagers requested for giving priority in employment for local people.
14. Most of the villagers demanded for bus stands in the villages along the project road.
15. Some people were interested in petty contracts during construction phase.
16. Many local people requested to provide longitudinal drains along the project road, at least in
settlement area for proper drainage so that flooding can be avoided during rains.
17. At the time of consultation local people have laid emphasis over safety measures especially
for school going children, women and cattle and appropriate measures to control noise at
schools and populated areas.

10.6 Institutional Mechanism & Grievance Redressal

NHAI has an Environmental and Social Development Unit (ESDU) at the corporate level. The
ESDU at apex level has overall responsibility for policy guidance, coordination and planning,
internal monitoring and overall reporting. The ESDU headed by General Manager (GM)
(Environment), has one Deputy General Manager (DGM) (Environment) and one R&R Manager.
An Independent Monitoring and Evaluation Agency would be appointed which will work in
close association with ESDU/Project Implementation Unit (PIU). One Project Implementation
Unit (PIU), headed by one Project Director (GM/DGM Level officer) would be set up.
Resettlement and Rehabilitation officers (Technical Manager), responsible for project road will
support the Project Director. Independent Monitoring and Evaluation Consultants will also be
hired and engaged to monitor and evaluate the implementation of RAP independently.
DPR for rehabilitation and upgradation of NH stretches under Final Feasibility Report
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Initial Social Assessment and Preliminary
in the state of Uttar Pradesh: Meerut-Bulandshahr Section (NH-235) Land Acquisition /Resettlement Plan

Scott Wilson 10 - 5 October 2010

The RAP for project recommends all efforts shall be made to settle grievances of the PAPs as
amicably as possible. Out of court settlement shall be preferred since that expedites dispute
settlement on one hand & help timely project implementation on the other. Grievance Redressal
Committees will be set up at district level to resolve the concerns of the PAPs. Thorough
investigations shall be done so that PAPs are satisfied.

The NHAI will establish an R&R Cell under the Project Implementation Unit (PIU). The Project
Director will head the R&R Cell (PIU), who will be supported by Resettlement and
Rehabilitation officer. The PIU-R&R Cell will be assisted by committees at district level in
resolving issues of disputes & in implementing the Resettlement Plan.

10.7 RAP Implementation Budget

The cost estimates for land and structures are based on data collected during the survey. The
compensation amount for the acquisition of land and structures will be determined by the
Competent Authority appointed under the National Highways Act (Amendment) 1997 and
national policy of Resettlement and Rehabilitation for Project Affected Families through the
Ministry of Rural Development (Department of Land Resources). Over and above, the PAF will
be entitled for R&R assistance as per the entitlement framework given in para 6.17 (for
Acquisition of Long Stretches of Land) of the National Policy on Resettlement & Rehabilitation
for Project Affected Families.

The budget is indicative of outlays for the different expenditure categories and is calculated at the
2010 price index. These costs will be updated and adjusted to the inflation rate as the project
continues and in respect of more specific information such as extra number of PAFs during the
implementation, unit cost will be updated if the findings of the district level committee on market
value assessment justify it.


The total budget of resettlement plan for 4 laning of Meerut - Bulandshahar Section of NH-235 as
per The National Highways Act (Amendment) 1997 and National Resettlement & Rehabilitation
Policy for Project Affected Families is calculated based on the above heads. The total cost of
resettlement of project affected person for project road is presented below.

Type of Compensation Total Value (in Rs.)
Land Acquisition Cost 650,000,000
Cost for Structures (Residential, Commercial & Religious) 28,700,000
Ex-gratia 28,320,000
Total 707,020,000
Say Rs. 70.70 Crores

10.8 Monitoring & Evaluation

Monitoring will be continuous through out the implementation of the RAP. The PIU will submit
periodic monthly progress reports to the NHAI HQ. The monitoring will be carried on for a
period of three years from the date of the implementation of the RAP. The project will be
evaluated from time to time from both internal and external mechanism.









Chapter 11
Cost Estimate
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut to Bulandshahr Section (NH-235) Cost Estimate

Scott Wilson 11 - 1 January 2011
11.0 COST ESTIMATE

11.1 General

Site The project highway aims at developing the existing two lanes to four lanes from Meerut
to Bulandshahr in Km 7.469 (Design km 7.469) to Km 66.482 (Design Km 73.512) of NH-235
including maintenance of existing 2-lane of NH-91 (from end of the project road junction at km
66.482 to proposed junction of new Bulandshahr Bypass, approximate length is 2.0 km includes
140m long existing twin bridge on Upper Ganga Canal) in the State of Uttar Pradesh.
The cost estimate of the project have been prepared based on various items of works required for
the rehabilitation and upgrading of the existing 2-lane Meerut (at Km 7.469) to Bulandshahr (at
km 66.482) Section of NH-235 in the state of Uttar Pradesh to 4-lane configuration (Project
length = 66.043 km with 1.228 km of existing slip road and including 3.522 km existing
Hapur Bypass of NH-24) and priced at Schedule of Rates (SOR), Lok Nirman Vibhag,
Bulandshahr & Ghaziabad, Govt. of Uttar Pradesh, effect from 25
th
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 1
st

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 : Mathura, Uttar Pradesh
Emulsion : Panipat, Haryana
Steel : Ghazibad, Local Market
Cement : Ghazibad, Local Market
Borrow Soil : Borrow areas along the project road
Aggregates : Raipur, Saharanpur, UP
GSB (RBM) : Maidhuwla, Bijnor, Uttar Pradesh
Course Sand : Raipur, Saharanpur, Uttar Pradesh
Fine Sand : from Ganga River
Fly ash : Dadri, Uttar Pradesh

One Hot Mix Plant has been proposed to be erected at mid of the project road during
construction. An Avg. lead of 14.5 km has been assumed form the HMP. The lead considerations
for the different materials are as follows:

Bitumen : 177 km to the Hot Mix Plant
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut to Bulandshahr Section (NH-235) Cost Estimate

Scott Wilson 11 - 2 January 2011
Emulsion : 175 km to the Hot Mix Plant
Steel : 40 km from market to site
Cement : 40 km from market to site
Borrow Soil : 5 km from the site
Aggregates : 196 km to the HMP
GSB (RBM) : 137 km to the HMP
Coarse Sand : 196 km to the HMP
Fine Sand : 40 km to HMP
Fly ash : 55 km from HMP

11.2.2 Labour

Labour rates for rate analysis have been based on Schedule of Rates (SOR), Lok Nirman
Vibhag, Bulandshahr & Ghaziabad, Govt. of Uttar Pradesh.

11.2.3 Machineries

The rates of machineries have been taken from Standard Data Book for Analysis of Rates 1st
Revision published by IRC in year 2001-02 with 39% Escalation.

11.3 Estimation of Quantities and Cost

The quantities of major items of works have been worked based on inventory, condition surveys,
and other pavement investigations data. The pavement quantities have been worked based on the
geometrics and cross sections, pavement design done based on traffic and laboratory
investigations.

Site Clearance: The area considered for Site Clearance is the area within the proposed Right of
Way minus the existing carriageway area and dismantling of crust of existing carriageway.

Earth Works: This item provides for roadway excavation, earthwork in embankment, subgrade
and shoulders, medians, islands including disposal of surplus earth and unsuitable material. The
earthwork quantities are based on our site surveys. The new construction will be having an
embankment height of approximate average 1.1 m throughout the project road except at ROB &
VUP location. Sub-grade having a CBR > 7 % will be taken from borrows area.

Sub-base, Base, Surface Courses: This item provides for the items of GSB and WMM for the
main road.

Bituminous Works: For flexible pavement, the subhead for bituminous works provides for all
items of bituminous courses and surfacing.

Rigid Pavement Works: For Rigid pavement, the subhead for Rigid Pavement works provides for
all items of PQC, DLC including Dowel bars etc. in Toll Plaza Location.

Culverts: The estimation of quantities for culverts was based on site inventory and condition
survey.

Bridges and structures: The cost for all the structures has been worked out based on Rate per
square meter basis.

Junctions Improvement: This item includes quantities of kerbs, railings, median etc. at the
location of junctions. Other items of road works have been included under the respective items of
works. The cost for junctions includes the cost for at grade junctions, which need improvement
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut to Bulandshahr Section (NH-235) Cost Estimate

Scott Wilson 11 - 3 January 2011
along the highway.

Traffic Signs and Markings: Proper traffic signs were selected at required locations along the
project corridor and special signs at tollgates were designed. It is reviewed considering the traffic
and pedestrian safety and the number of traffic signs shall be minimum and modified if required.
Centre line and edge markings required from safety point of view were considered in the quantity
estimate.


Drainage and Protection works: Provision under this sub-head has been made for surface,
subsurface roadside drains and open Transverse drains on the median. This item covers for
unlined, open lined and covered drains.

Project Facilities: provision under this sub head has been made for Truck lay-bye & Bus bays
with Bus Shelters based on Manual of Standards & Specifications of two laning, IRC:SP:84-
2009.

Repair & Maintenance work: The provision under this sub-head has been made Traffic
management and safety during construction operations period and Carrying out routine
maintenance along the right of way based on present condition surveys and other pavement
investigations data.

Miscellaneous Items: Lump sum amounts for cross utility ducts and Planting of trees by the road
side (Avenue trees) has been provided and drainage chutes in cement concrete & stone pitching
at outfalls/escapes for drainage in high embankment location.

Other Charges: Other charges include Centages for the civil works are taken as follow:

Contingency = 3%
Independent Engineer Charges = 1%

11.4 Preliminary Project Cost

The project cost has been worked out for option of flexible pavement and presented in
Table 11.1(Abstract Project Cost).
DPR for rehabilitation and upgradation of NH stretches under
NHDP-IVB [Group B (Package No. UP/DPR/NHDP-IV/07)] Final Feasibility Report
in the state of U.P.: Meerut to Bulandshahr Section (NH-235) Cost Estimate

Scott Wilson 11 - 4 January 2011

Table 11.1: Abstract Project Cost
Sl. No. Description Amount in Rs.
Amount in
Crores
A Civil Works 62.521 62.521
1 Site Clearance & Dismantling 11,642,094 1.16
2 Earth work 574,000,636 57.40
3 Base & Sub-base courses 920,928,178 92.09
4 Bituminous works 1,275,628,236 127.56
5 Culverts 74,590,384 7.46
6 Structures i.e. Bridges, ROB, VUPs and PUP 628,312,441 62.83
7 Drainage & Protection works 72,170,621 7.22
8 Traffic Signs and Road Appurtenances 113,814,738 11.38
9 Truck lay-bye & Bus bay with shelters 22,183,406 2.22
10 Toll Plaza & Junctions 165,178,653 16.52
11 Repair & Maintenance work 44,176,442 4.42
12 Miscellaneous items 76,110,480 7.61
Total Civil Works (based on SOR 2009-10) 3,978,736,311 397.87

Updated cost of civil works at level 2010-11 with
5% escalation
4,177,673,126 417.77
Per km Civil works cost 66,820,318 6.68
14 Contingencies @ 3% on civil work 125,330,194 12.53
15 Charges for Independent Engineer @ 1% of (14+15) 43,030,033 4.30
Total Cost 4,346,033,353 434.60

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