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DRAFT FEASIBILITY STUDY REPORT

Volume – I: Main Report

Consultancy Services for Preparation of Detailed Project Report of

Kanpur – Lucknow Expressway, having an approximate length of 75km

(the “Project”) including spurs through BOT and EPC Basis

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E EXECUTIVE SUMMARY

E.1 Introduction

During the last two decades India has witnessed significant improvements in road infrastructure.

Highways can now facilitate higher speed and volume of transportation due to their increased

capacity. Today road transport in India carries 65 per cent of freight and it has more than

doubled over the last 20 years. This is despite about 45% lower freight cost of rail on per ton per

km basis. In addition to freight, it also caters to 80% of passenger traffic.

Thus considering the trend of massive dependence of trade and commerce on roads, and the

catalytic growth expected from the recent policies to boost manufacturing in India, the creation of

increased high quality and efficient transport infrastructure system is extremely mandatory. Good

roads bring about overall development in the region as it helps in the success of all

developmental activities, be it in the sphere of movement of people or goods, development of

agriculture, commerce, education, health and social welfare, or even maintenance of law and

order and security.

Kanpur to Lucknow Expressway will reduce the travel time between Kanpur and Lucknow, and

also open up avenues for Industrial and Urban development of the region, that would add a new

dimension to the progress of Uttar Pradesh.

E.2 Project Description

The proposed expressway from Kanpur to Lucknow is largely a new alignment which will connect

the Uttar Pradesh state capital Lucknow with the industrial town Kanpur. Lucknow is the capital

city of Uttar Pradesh and it has always been a multicultural city. Kanpur is one of the biggest city

of the state and is the main centre of commercial and industrial activities. It is considered as the

commercial capital of Uttar Pradesh. Presently, these two cities are connected by National

Highway NH-25 and the major towns along the highway are Unnao and Nawabganj. These are

congested and improvement of geometry along highway including in these areas is difficult. The

proposed expressway will reduce the travel time between two cities and once constructed, both

towns will act as the twin cities. The project map is shown in Figure E.1 and the salient details

are shown in Table E.1.

Table E.1: Expressway Sections

S. No.

Road From Road To Category Approx.

Length (km)

1 Shahed Path (Km 11+000)

Proposed Lucknow Ring Road (Km 17+575)

Existing alignment upgradation with Flyover at Km 12+415 and elevated section between Km

13+025 to km 16+400 and Km

6.575

2 Proposed Lucknow Ring Road (Km 17+575)

Bani (Km 27+620) 18+480 to km 27+620 Elevated

Expressway 10.045

3 Bani (Km 27+620) Shuklaganj Junction (Km 73+770)

Greenfield Alignment 46.150

TOTAL 62.770*

* Another section between Shuklaganj to SH 58 of length, approx. 6 km is proposed to be added.






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Figure E.1: Location Map






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Uttar Pradesh state is the major influencing state that contributes to the traffic on highway and

there is very less traffic from other states like Haryana, Delhi, Punjab, Uttrakhand and Bihar. The

highway is falling in three districts namely Lucknow, Unnao and Kanpur. Hence these three

districts are considered as immediate Project Influence Area (PIA).

E.3 Socio-Economic Profile

Uttar Pradesh is located in northern India and Lucknow is the administrative capital of Uttar

Pradesh. Uttar Pradesh is the major project Influence state and Lucknow, Unnao and Kanpur

Nagar are the immediate Project Influence Districts.

The state has border with Rajasthan to the west, Haryana and Delhi to the north-west,

Uttrakhand and the country of Nepal to the north, Bihar to the east, Jharkhand to the

southeast, Chhattisgarh to the south and Madhya Pradesh to the southwest. It covers 93,933

square miles (2,43,290 km2), equal to 6.88% of the total area of India, and is the fourth largest

Indian state by area. With over 200 million inhabitants in 2011, it is the most populous state in

the country as well as the most populous country subdivision in the world. Hindi is the official and

most widely spoken language in its 75 districts. Agriculture and service industries are the largest

parts of the state's economy. The service sector comprises travel and tourism, hotel industry, real

estate, insurance and financial consultancies.

Uttar Pradesh is the most populated state in India for a long time now. The census over the years

has put the state at the pinnacle in terms of population. Located in the northern region of the

country, the state shares its borders with states like Rajasthan, Madhya Pradesh, Bihar and

Haryana. The state also borders the capital of India New Delhi along with the newly formed state

of Uttarakhand. Spread over an approximate area of 2,40,000 Sq. km. the state has many places

of strategic and cultural significance. The state has a population of about 190 million according to

the Uttar Pradesh Census 2011. The growth rate of the population of Uttar Pradesh is about 20%

which is alarming among the highest growth rates in the country.

The state has some of the most important educational institutions in the country and boasts of

some of the biggest tourist destinations in the country. Uttar Pradesh is the second best state in

terms of economy in the country and a large part of the revenue of the state comes from

Agriculture and the services sector. The literacy rate in the state has gone up in recent years and

yet continues to linger at about 70% which is below the national average of 74%. The sex ratio is

almost at par with the national average and stands at about 900.

Uttar Pradesh is a major contributor to the national food grain stock. This is partly due to the

fertile regions of the Indo-Gangetic plain and partly owing to irrigation measures such as

the Ganges Canal and tube-wells. Lakhimpur Kheri is densely populated sugar producing district

in the country. Majority of the state population depends upon farming activities. Wheat,

rice, pulses, oil seeds and potatoes are the major agricultural products. Sugarcane is the most

important cash crop throughout the state. Uttar Pradesh is one of the most important state in

India so far as horticulture is concerned. Apples and mangoes are also produced in the state.

http://en.wikipedia.org/wiki/Lucknow

http://en.wikipedia.org/wiki/Rajasthan

http://en.wikipedia.org/wiki/Haryana

http://en.wikipedia.org/wiki/Delhi

http://en.wikipedia.org/wiki/Uttarakhand

http://en.wikipedia.org/wiki/Bihar

http://en.wikipedia.org/wiki/Jharkhand

http://en.wikipedia.org/wiki/Chhattisgarh

http://en.wikipedia.org/wiki/Madhya_Pradesh

http://en.wikipedia.org/wiki/List_of_states_of_India_by_area

http://en.wikipedia.org/wiki/List_of_states_of_India_by_area

http://en.wikipedia.org/wiki/List_of_states_and_union_territories_of_India_by_population

http://en.wikipedia.org/wiki/List_of_country_subdivisions_by_population

http://en.wikipedia.org/wiki/Hindi

http://en.wikipedia.org/wiki/Hotel_industry

http://en.wikipedia.org/wiki/Ganges_Canal

http://en.wikipedia.org/wiki/Lakhimpur_Kheri

http://en.wikipedia.org/wiki/Pulse

http://en.wikipedia.org/wiki/Oil_seed

http://en.wikipedia.org/wiki/Sugarcane

http://en.wikipedia.org/wiki/Mango






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E.4 Design Standards

The proposed alignment of expressway is primarily passing through plain terrain. Considering the

physical condition and cost effectiveness, the improvement proposals are conceived and

developed within the purview of the guidelines given below.

i) The desirable standards have to be preferably adopted on existing highway.

ii) The minimum standards, have to be adopted for difficult stretches where application of

the desirable standards, would lead to exorbitant costs and resources.

iii) Expressway alignment has to be of highest standard; safe and relaible.

Accordingly, design standards for geometric elements have been proposed under "desirable" and

"minimum" categories. These proposed standards are consistent with and fall within the

parameters recommended in the related standards of the Indian Roads congress and Ministry.

The key document for planning and design is “IRC:SP 99-2013, Manual of Specifications and

Standards for Expressways” published by Ministry of Road Transport and Highways.

The design speed of 120 Kmph for Expressway is adopted in correspondence to the plain terrain

as per Standards. The standard lane width for Expressway is 3.75m. Expressway will have a

minimum of three lanes for each direction of travel. Widening schemes beneath the elevated

road, proposed cross sectional elements, identification of the overlay sections for

rehabilitation/strengthening of existing carriageway and new pavement stretches, drainage,

service road provision and provision of the other components along the road have been

developed as per IRC design standards. For structures, relevant IS/IRC design codes/guidelines

have been followed.

Thet Expressway has been designed for six lane but all the structures are proposed for eight lane

for the future widening.. The bridges are designed to sustain safely the most critical combination

of various loads, forces and stresses that can co-exist as per the provisions of IRC: 6-2014. The

allowable stresses for various load combinations are adopted as per the relevant IRC codes. The

existing minor and major bridges which are in good condition will be retained and shall be

widened to required width, if required. However, any existing bridge that has to be abandoned

due to poor structural condition or due to realignment of road geometry shall have same cross

section as that for new structure.

E.5 Traffic Analysis

The data (primary and secondary) collected has been analyzed to obtain information on ADT,

Seasonal Variation, AADT, traffic composition, travel pattern and commodity movement pattern,

Traffic Demand Forecasting. This information along with appreciation of other relevant

parameters formed part of the basic input for the design and evaluation of the recommended

improvement. These are discussed in the following paragraphs.

E.5.1 Traffic Characteristics

The data collected from primary sources has been computerised, compiled, checked and

corrected before further proceeding for analysis. The data from various traffic surveys has been

analysed to understand traffic characteristics and travel pattern in the study area. The analysis of






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the directional classified traffic volume counts observed for homogeneous sections has been

carried out to work out the following traffic characteristics:

Average Daily Traffic (ADT)

Hourly Variation

Daily Variation in Traffic Volume

Directional Distribution

Composition of ADT

Annual Average Daily Traffic (AADT)

The various vehicle types having different sizes and characteristics were converted into Equivalent

Passenger Car Units (PCU). The PCU factors recommended by Indian Road Congress in

“Guidelines for Capacity of Roads in Rural Areas” (IRC-64-1990) have been adopted for the study,

and are presented in Table E.2.

Table E.2: PCU Factors Adopted for Study

Fast Vehicles PCU Slow Vehicles PCU

Car/Taxi

Auto

Mini Bus

Standard Bus

LCV/LGV

2-Axle Truck

3 Axle Truck

MAV

Two Wheeler

1.0

1.0

1.5

3.0

1.5

3.0

3.0

4.5

0.5

Agricultural Tractor

Agricultural Tractor & Trailer

Animal/Hand Cart

Cycle

Cycle Rickshaw

1.5

4.5

6.0

0.5

2.0

Source: IRC: 64-1990

E.5.2 Traffic Intensity

The Classified Traffic Volume count survey has been conducted for 7 days continuously in each

homogenous section for the project highway and 3 days for the alternate road. For analysis

purpose an average count has been considered to get the Average Daily Traffic (ADT) and

presented in Table E.3. The obtained average daily traffic will have to be adjusted to account for

the seasonal variation to obtain the Annual Average Daily Traffic (AADT).

Table E.3: Average Daily Traffic

Vehicle Type Banthra Nawabganj Ata

Shaikhpur Toll Plaza (NH-30)

Korari Khard (NH-31)

Maharajpur (AH-1)

Project Road Alternate Road

Two Wheeler 12,789 9,389 10,926 8,932 7,101 9,170

Auto 1,410 827 98 602 825 481

Passenger car 15,213 13,378 11,624 12,685 2,417 8,606

Mini Bus 42 64 37 43 3 27

Pvt. Bus 253 234 177 148 36 285

Govt Bus 908 859 1,045 603 24 439

3 wheel Tempo 370 250 321 67 57 236






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Shaikhpur Toll Plaza (NH-30)

Korari Khard (NH-31)

Maharajpur (AH-1)

Project Road Alternate Road

4 wheel Tempo 1,464 1,559 2,440 1,059 355 1,255

LCV 1,272 1,348 1,970 560 198 1,143

2-Axle 737 943 1,300 393 266 702

3-Axle 2,913 4,302 5,895 721 633 1,504

MAV (5-6 Axle) 2,369 3,955 4,958 611 702 1,558

HCM/ EME 6 7 12 7 3 5

Agricul. Tractor 34 61 27 34 10 31

Agricul. Tractor & Trailer 111 86 89 96 119 96

Non

Moto

rise

d

Vehic

les Cycle Rikshaw 58 10 27 13 10 20

Cycle 917 331 431 647 1,170 703

Animal Hand Drawn

18 18 4 12 2 -

Toll

Exem

pte

d

Ex-Car 26 38 25 37 2 33

Ex-Bus 14 22 19 43 8 17

Ex-trucks 9 10 10 2 - 2

Others 1 - - - - -

Vehic

les Motorised 39,940 37,332 40,973 26,643 12,759 25,590

Non Motorised 994 359 462 672 1,182 723

Total 40,934 37,691 41,435 27,315 13,941 26,313

PCU

Motorised 52,561 60,238 71,088 28,729 14,117 33,276

Non Motorised 689 294 294 422 618 392

Total 53,250 60,532 71,382 29,151 14,735 33,668

Following are the salient findings:

The highest average daily traffic on NH25 is at Ata location of 41,435 vehicles and 71,382

PCU.

2 wheeler and car traffic is the highest at the Banthra Location, showing the urban

influence followed by Ata and Nawabganj locations.

Commercial vehicles are obserbed the highest at Ata with more than 14,135 vehicles

which includes more than 5895 3Axle trucks because of the industries at Unnao

The bus traffic is highest at Ata Location about 1259 buses followed by Banthra Location

with around 1203 buses.

NMT traffic intensity is moderate with cycle traffic more than 300 at all locations and

maximum cycle traffic is observed at Banthra location.

E.5.3 Annual Average Daily Traffic

The AADT has been estimated by applying the seasonal correction factor to the observed ADT

from primary surveys. Table E.4 presents the Annual Average Daily Traffic (AADT) at the four

homogenous sections.






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Table E.4: Annual Average Daily Traffic


Shaikhpur Toll Plaza

Korari Khard NH -31

Maharajpur

7 Days CVC 3 Days CVC

Two Wheeler 11,638 8,544 9,943 8,128 6,462 8,345

Auto 1,368 802 95 584 800 467

Passenger car 13,083 11,505 9,997 10,909 2,079 7,401

Mini Bus 41 62 36 42 3 26

Pvt. Bus 245 227 172 144 35 276

Govt Bus 881 833 1,014 585 23 426

3 wheel Tempo 359 243 311 65 55 229

4 wheel Tempo 1,420 1,512 2,367 1,027 344 1,217

LCV 1,234 1,308 1,911 543 192 1,109

2-Axle 715 915 1,261 381 258 681

3-Axle 2,826 4,173 5,718 699 614 1,459

MAV (5-6 Axle) 2,298 3,836 4,809 593 681 1,511

HCM/ EME 6 7 12 7 3 5

Agricul. Tractor 33 59 26 33 10 30

Agricul. Tractor & Trailer 108 83 86 93 115 93

Non

Moto

rise

d

Vehic

les Cycle Rikshaw 58 10 27 13 10 20

Cycle 917 331 431 647 1,170 703

Animal Hand Drawn

18 18 4 12 2 -

Toll

Exem

pte

d Ex-Car 22 33 22 32 2 28

Ex-Bus 14 21 18 42 8 16

Ex-trucks 9 10 10 2 - 2

Others 1 - - - - -

Vehic

les Motorised 36,298 34,173 37,807 23,908 11,684 23,322

Non Motorised 994 359 462 672 1,182 723

Total 37,292 34,532 38,269 24,580 12,866 24,045

PCU

Motorised 48,923 56,674 67,346 26,198 13,214 31,051

Non Motorised 689 294 294 422 618 392

Total 49,612 56,968 67,640 26,620 13,832 31,443

E.5.4 Traffic Projection

With the improved alignment, project highway/ expressway is divided into four homogenous

sections

HS 1 Shaheed Path to Lucknow Ring Road (Spur)

HS 2 Lucknow Ring Road to Bani (Elevated Road)

HS 3 Bani to Unnao Road crossing (Greenfield alignment)

HS 4 Unnao Road crossing to Shuklaganj Junction (Greenfield alignment)

The total traffic forecast for the horizon years is estimated from the diverted traffic and generated

traffic from the existing road due to the improved facility and congestion on the existing road.






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The estimated traffic forecast for the horizon years on the proposed project road has been

presented in Table E.5.

Table E.5: Traffic Projection for Homogeneous Sections

Year

HS-I (Shaheed Path –

Ring Road)

HS-II (Ring Road - Bani)

HS-III (Bani - Rawal)

HS-IV (Rawal –

Shuklaganj/Ata)

Vehicles PCU Vehicles PCU Vehicles PCU Vehicles PCU

2017-2018

KLE under construction. 2018-2019

2019-2020

2020-2021 9178 14579 10901 20229 9816 18547 10717 19872

2021-2022 9967 15757 11834 21828 10654 20008 11622 21412

2022-2023 10827 17038 12849 23564 11566 21594 12607 23084

2023-2024 11764 18431 13956 25449 12560 23316 13681 24899

2024-2025 12785 19945 15162 27496 13643 25186 14851 26871

2025-2026 13285 19973 16472 29713 14819 27211 16122 29007

2026-2027 14338 21400 17734 31724 15947 29038 17370 31013

2027-2028 15479 22937 19098 33881 17167 30998 18719 33165

2028-2029 16715 24594 20573 36198 18485 33101 20177 35475

2029-2030 18054 26380 22167 38685 19910 35359 21752 37954

2030-2031 19487 28280 23875 41332 21434 37758 23439 40591

2031-2032 20759 30027 25409 43800 22807 40003 24940 43004

2032-2033 22116 31887 27045 46426 24270 42391 26542 45571

2033-2034 23563 33868 28790 49219 25831 44930 28249 48302

2034-2035 25108 35979 30651 52189 27495 47631 30070 51207

2035-2036 26750 38219 32629 55342 29264 50496 32007 54290

2036-2037 28990 41424 35442 60244 31782 54958 34756 59077

2037-2038 31424 44911 38503 65598 34523 59832 37748 64302

2038-2039 34068 48706 41835 71446 37506 65156 41005 70007

2039-2040 36939 52835 45464 77834 40755 70971 44550 76238

2040-2041 40059 57331 49414 84813 44292 77325 48408 83042

2041-2042 42906 60812 52752 89452 47276 81521 51656 87557

2042-2043 45979 64544 56347 94397 50488 85994 55153 92370

2043-2044 49297 68547 60220 99672 53948 90762 58919 97503

2044-2045 52879 72841 64394 105302 57677 95849 62976 102979

E.5.5 Capacity Analysis

Capacity analysis is fundamental to the planning, design and operation of National Highways and

provides the basis for determining the carriageway width to be provided at any point of time with

respect to the volume and composition of traffic. Moreover it is an important tool for evaluation of

the investments needed for future construction and improvements and for working out priorities

of road projects.

The design service volume for the expressway (LOS-B) shall be 1300PCUs/Hour/Lane As per

IRC:SP:99-2013. The details are presented in Table E.6.






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Table E.6: Design Service Volume for Expressways (Plain/Rolling Areas – LOS_B)

Peak Hour Flow 4 Lane 6 Lane 8 Lane

6% 86,000 1,30,000 1,73,000

8% 65,000 98,000 1,30,000

The traffic projections on the sections of the new expressway (KLE) have been compared with

the design service volume for a 6 lane carriageway and it shows that there is no requirement for

the capacity augmentation of the project highway to 8 lane in next 25 years.

E.6 Surveys and Investigations

The various engineering surveys and investigations apart from the traffic surveys, that have been

carried out for the project highway, are listed below:

Topographical Survey

Road Inventory and Condition Survey

Structure Inventory and Condition Survey

Pavement Investigations

Soil and Material Investigations

The existing road consists of NHs, there are wide variation in the BBD deflection and existing

crust thickness. The BBD values vary from 0.16mm to 0.41mm. The existing crust thickness

measurements indicated that the formed pavement structure consisted of bituminous surfacing

mostly in the thickness range of 150-290 mm with average of 221mm. Granular layer (mostly

WMM and GSB) layer are identified along the project stretch. It is found that from Km 12+650 to

Km 27+000 pavement layer has WMM with thickness range of 240 mm to 460 mm having

average value of 308 mm while GSB layer is 160 to 600mm and average is 283mm.

Pavement subgrade investigations have been carried out through Pavement Test Pits and

Laboratory Testing of subgrade soils. Further, from this investigation, it has been concluded that

the existing sub grade soils are acceptable soils which fulfill the strength and density

requirements.

The borrow area samples have been collected and from the test results it has been found that the

available soil type is well graded with CBR is more than 9. There are enough sources of borrow

areas, sand and aggregates in the project vicinity.

The project road has 2 major bridges but due to the greenfield alignment, new major bridge is

proposed on the Sai River, further proposed alignment is not crossing Ganga river.

E.7 Improvement Proposals

E.7.1 Typical Cross-Sections

Various typical cross sectional configurations have been developed for the two sections in

reference to the relevant manuals for expressways (IRC: SP 99-2013) and six laning (IRC:SP:87-

2013). Elevated sections are developed as per IRC: SP 87-2013 and beneath that 4 lane with

paved shoulder is proposed. In the elevated sections, lane width has been considered as 3.5m






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and paved shoulder is considered as 2.0m. The main features of cross-sections are given in

Table E.7 below. The figures are included in Chapter Improvement Proposals.

Table E.7: Typical Cross-Section Details

S. No.

TCS Type

Cross-section Type Application

Length (km)

1 TCS-1 Six Lane Expressway in Greenfield sections 15.222

2 TCS-2 Six Lane Expressway with 2 lane connector road on one side in Greenfield sections and space for future widening in approaches to structures

1.762

3 TCS-2A Six Lane Expressway with 2 lane connector road on both sides in Greenfield sections and space for future widening in approaches to structures

1.270

3 TCS-3 Elevated Highway with 4-Lane road underneath in Built Up sections in Lucknow

10.595

4 TCS-3A Approach Sections for Underpass and Elevated Highway in Built Up sections in Lucknow

1.275

5 TCS-3B Six Lane Elevated Highway. (No parallel road underneath) 1.100

6 TCS-4 Six Lane Section in Built Up sections in Lucknow 2.310

7 TCS-5 Six lane section in Built up stretch with Metro line in Lucknow 1.070

8 TCS-6 Unidirectional Flyover 0.750

9 TCS-7 Bridge/Structure Approaches with in Greenfield sections with space for future widening

27.416

Total 62.770

E.7.2 Cross Section Schedule

The schedule of application of the above typical sections is presented in Table E.8 below.

Table E.8: Widening Schedule

S. No. Design Chainage (km) TCS

Type Length

(m) Cross Section Description

From To

1 11+000 12+070 TCS-5 1070 Six lane section in Built up stretch with Metro line in Lucknow

2 12+070 12+820 TCS-6 750 Unidirectional Flyover

3 12+820 13+030 TCS-4 210 Six Lane Section in Built Up sections in Lucknow

4 13+030 13+475 TCS-3A 445 Approach Sections for Underpass and Elevated Highway in Built Up sections in Lucknow

5 13+475 15+970 TCS-3 2495 Elevated Highway with 4-Lane road underneath in Built Up sections in Lucknow


7 16+400 18+500 TCS-4 2100 Six Lane Section in Built Up sections in Lucknow


9 18+900 27+000 TCS-3 8100 Elevated Highway with 4-Lane road underneath in Built Up sections in Lucknow

10 27+000 28+100 TCS-3B 1100 Six Lane Elevated Highway. (No parallel road underneath)

11 28+100 28+158 TCS-1 58 Six Lane Expressway in Greenfield sections

12 28+158 28+403 TCS-7 245 Bridge/Structure Approaches with in Greenfield sections with space for future widening






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Type Length


From To







19 31+475 31+500 TCS-2 25 Six Lane Expressway with 2 lane connector road on one side in Greenfield sections and space for future widening in approaches to structures

20 31+500 31+600 TCS-2A 100 Six Lane Expressway with 2 lane connector road on both sides in Greenfield sections and space for future widening in approaches to structures













33 38+890 39+300 TCS-7 410 Bridge/Structure Approaches with in Greenfield sections

with space for future widening
















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Type Length


From To





































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Type Length


From To




































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E.7.3 Service/Slip Roads

The Expressway Manual (IRC:SP-99) indicates that no service roads shall be provided on

expressways within its ROW. However, connecting roads may be provided within the ROW where

required, to maintain proper circulation of local traffic, continuity of travel and to facilitate

crossing. Thus, in the greenfield section of the Expressway, only connector roads have been used

where necessitated and found economical. The details of connector roads are given below:

Table E.9: Details of Connector Roads

S. No.

Design Chainage (km) Length (m)

Side Remarks From To

1 31+475 31+500 25 RHS As per TCS 2

2 46+526 46+803 277 RHS As per TCS 2

3 47+575 47+725 150 RHS As per TCS 2

4 53+883 53+983 100 RHS As per TCS 2

5 54+859 55+309 450 RHS As per TCS 2

6 58+420 58+640 220 RHS As per TCS 2

7 61+000 61+500 500 RHS As per TCS 2

8 31+500 31+600 100 Both As per TCS 2A

9 39+340 39+480 140 Both As per TCS 2A

10 65+178 66+208 1030 Both As per TCS 2A

11 13+030 13+475 445 Both As per TCS 3A

12 15+970 16+400 430 Both As per TCS 3A

13 18+500 18+900 400 Both As per TCS 3A

16 12+070 12+820 750 LHS As per TCS 6

Total Length including both sides (approx. km) 7.562

E.7.4 Re-alignment/Bypasses

The existing highway had been four laned sometime ago and has a generally fair geometry

corresponding to a speed of 80-100kmph. The proposed expressway has to follow the exiting

cross-section in the urban section till Bani, hence no specific need for realignment occurs.

E.7.5 Junctions Improvement

The road intersections have been divided into two categories - Major Intersections and Minor

Intersections. Intersections with crossing roads of lower importance and low traffic have been

considered into minor intersections. The list of major intersections is given in the table below.

Apart from this there are 14 minor intersections.

Table E.10: Major Junctions

S. No.

Existing Chainage

(km)

Design Chainage

(km)

Type of Junction

Side Cross Road Proposal

1 11+040 11+040 T Left To Saheed Path At Grade Junction

2 12+415 12+415 T Right To Nadarganj Uni directional Flyover

3 - 17+540 X Both Lucknow Ring Road Cloverleaf Interchange






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S. No.

Existing Chainage

(km)

Design Chainage

(km)

Type of Junction

Side Cross Road Proposal

4 25+400 25+400 T Left To Mohanlal Ganj At Grade Junction with Elevated Road

5 26+312 26+312 T Right To Mohan At Grade Junction with Elevated Road

6 - 27+545 T Right To Unnao (NH 25) Elevated Road

7 - 65+692 X Both NH 31 Fly over interchange

8 - 73+755 T Left NH 25 Trumpet Interchange

E.7.6 Pavement Design

E.7.6.1 Design of Pavement Structure as per IRC: 37-2012

Design of new flexible pavement applies to the widened portions of existing carriageway lanes

including paved shoulders and new carriageway. Paved shoulders are proposed to be constructed

to the same standard as the main carriageway and thus forming an integral part of the paved

carriageway.

With the design traffic loading in MSA and the sub grade strength in terms of CBR, the pavement

composition has been worked out by IRC design procedure to account for the design period of 15

years. The pavement structure has been worked out for the project road and is given in

Table E.11 below.

Table E.11: Proposed Pavement Composition

S. No.

Homogeneous Sections Design

CBR

Design Traffic (MSA)

Pavement Composition

Remarks (Thickness of Layers in mm)

BC* DBM* WMM GSB

1 HS-1 (11+000 to 16+000)

10

90 50 105 250 200 Applicable for 4-lane at grade section 2 HS-2 (16+000 to 26+500) 125 50 120 250 200

3 HS-3 (26+500 to 68+321) 135 50 120 250 200 Applicable for 6-lane at greenfield section 4 HS-4 (68+321 to 74+321) 135 50 120 250 200

Drainage Layer – Considering the requirements of drainage, as per the provisions of IRC: SP: 42,

the GSB layer for full thickness shall be extended over entire formation width i.e. till the

embankment slope on both sides of the pavement carriageway.

E.7.6.2 Design of Strengthening Overlay for Existing Carriageway

Section wise details of proposed strengthening requirement are given in Table E.12 below:

Table E.12 : Proposed Overlay Composition

S. No.

Chainage (km) Length (km)

Characteristic Deflection Dc (mm)

Overlay Thickness From To

Lucknow to Bani (LHS)

1 13+000 14+000 1.000 0.385 The structural overlay is not required for the calculated

deflections. However, the surface condition is rated as fair from

Roughness survey and hence a

2 14+000 15+000 1.000 0.390

3 15+000 16+000 1.000 0.360

4 16+000 17+000 1.000 0.314






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S. No.

Chainage (km) Length (km)

Characteristic Deflection Dc (mm)

Overlay Thickness From To

5 17+000 18+000 1.000 0.282 functional overlay of 40mm BC is recommended.

6 18+000 19+000 1.000 0.414

7 19+000 20+000 1.000 0.346

8 20+000 21+000 1.000 0.337

9 21+000 22+000 1.000 0.194

10 22+000 23+000 1.000 0.281

11 23+000 24+000 1.000 0.164

12 24+000 25+000 1.000 0.261

13 25+000 26+000 1.000 0.240

14 26+000 27+000 1.000 0.319

Bani to Lucknow (RHS)

1 13+000 14+000 1.000 0.314

The structural overlay is not required for the calculated

deflections. However, the surface condition is rated as fair from

Roughness survey and hence a functional overlay of 40mm BC is

recommended.

2 14+000 15+000 1.000 0.378

3 15+000 16+000 1.000 0.344

4 16+000 17+000 1.000 0.295

5 17+000 18+000 1.000 0.322

6 18+000 19+000 1.000 0.487

7 19+000 20+000 1.000 0.335

8 20+000 21+000 1.000 0.237

9 21+000 22+000 1.000 0.276

10 22+000 23+000 1.000 0.295

11 23+000 24+000 1.000 0.196

12 24+000 25+000 1.000 0.337

13 25+000 26+000 1.000 0.252

14 26+000 27+000 1.000 0.254

E.7.7 Improvement Proposal of Structures

The preliminary GAD’s based on the proposed widening scheme and showing relevant details are

prepared in respect of major bridges, some of the minor bridges, flyover, ROB, underpasses and

culverts. Designs for the structures are commenced adopting modular design strategy as

explained in above paragraphs after completion of sub-soil investigations. Typical preliminary

GAD’s of the structures are included in Volume III: Drawings. The Summary of improvement

proposals is provided in tables below.

Table E.13: Summary of Improvement Proposal of Major Bridges

Improvement Proposal Numbers

New Bridge on Sai River 1

New Bridge on Canal 1

Total Number of Major Bridges on Proposed Alignment will be 2 nos.






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Table E.14: Summary of Improvement Proposal of Minor Bridges


Widening Nil

Reconstruction due to poor condition/Hydraulic inadequacy Nil

Existing retained with widening 1

New construction due to realignment 25

Total 26

Total Number of Minor Bridges on Proposed Alignment will be 26 nos.

Table E.15: Summary of Improvement Proposal of ROB/Flyovers/VUP/PUP/LVUP


Elevated Road 2

Flyover 3

Overpass 1

Proposed underpasses 39

Proposed CUP Nil

Proposed ROB 1

E.8 Environmental Screening

E.8.1 Environmental Considerations

The environmental Screening studies based on the secondary baseline data and field survey has

revealed some of the environmental issues along the project corridor as well as potential adverse

impacts due to the project. A site specific EIA needs to be undertaken for the project corridor

within direct influence zone to effectively address these issues. The roadside trees is a major

issue in the project area. If the project requires felling of roadside trees and diversion of

reserved forest land for the project, then clearance from Ministry of Forests & Environment as

well as Forest Clearance shall be needed. The site specific EIA would include identification of all

the trees needed to be cut for road widening, monitoring of air and water quality along selected

critical locations, water bodies, congested built-up areas and location specific mitigation measures

as well as provisions of environmental enhancement within the project area.

The EIA study would also required for formulation of Environmental Management Plan for

avoiding, mitigating and eliminating the adverse environmental impacts during different stage of

the project.

Based on the baseline environmental settings of the project area, anticipated impacts and the

priorities of the valued ecological components following recommendations can be made for early

consideration in designing and decision of most appropriate alignment:

The alignment for the proposed highway/expressway should be designed keeping the view for

minimum land acquisition, minimization of impact on properties, religious and cultural features,

and people.

Early planning for the immediate rehabilitation of wells, bore wells and other public utilities should

be ensured as these are used as water source by the local people.






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Full attention should be given in selection of the disposal sites for over burdens and other waste

material to avoid disturbance to the existing drainage pattern, interference with natural water

source like tanks, or other natural sources. As far as possible wasteland should be used as

dumping sites.

Planning of compensatory afforestation should be done at an early phase of the project.

Provision of pedestrian crossing, footpaths for the pedestrians and other safety features should

be provided in the urban and suburban stretches of existing alignment.

Adhoc parking of the vehicles should be discouraged by providing specific areas for the purpose.

E.8.2 Conclusion

The Screening Report is a step towards preparation of Environmental Impact Assessment Report.

The screening process as described have primarily tried to focus on the potential impacts due to

the proposed project, identification of the hotspots and to propose mitigation measures at

different phases of the project. Based on the findings during the screening study some measures

are required to be considered from the inception of the project, which will reduce the detrimental

effects of project appreciably.

Environmental considerations shall be included in the project activities from the design stage.

Both environment and forest clearances would be required on this project.

With the above approach covering all the three stages such as design and preconstruction,

construction and operation the project will be environmentally feasible.

E.9 Initial Social Assessment

Based on the social screening of the project corridors, a broad estimation of the potential impacts

with respect to resettlement has been identified. While not likely to Significant, given the project

approach to minimize land acquisition and adoption of COI/PROW approach, the likely impact

categories include agriculture land, non-agriculture land, residential and commercial structures,

religious structures, community assets such as bus-stop shelters and water sources, etc.

The estimated number of structures identified as preliminary screenings which are affected

completely or partially is about 468 structures. of the total affected structures, 388 are private

(92%), 22 are owned by the government (5%), and 14 structures (2%) are owned by the

community in the form of religious and other properties.

The estimated land requirements are resulting in complete or partial displacement of about 388

private structures of the total affected structures, 86 are residential (22%), followed by 156

commercial (40%) and 82 are both residential and commercial (21%). A considerable number 64

(16%) of affected structures are found to be compound walls, bathrooms, basements, cattle

sheds, car parking sheds etc. Most of the commercial establishments are provisional shops,

hotels, and few mechanic shops.

The proposed road improvement including widening and new alignment involves expropriation of

land from the current owners/users. It is assessed that land acquisition would be required few

locations along the existing road and entire stretch locations of new alignment from both private

and government constituting 469.74 hectares.






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E.10 Preliminary Cost Estimate

The Rate analysis has been done based on the Schedule of Rates, 2017-2018 issued by Public

Works Department, Govt. of UP. The hire charges of machineries are adopted from “Standard

Data Book for Analysis of Rates (1st Revision 2003) of Ministry of Road and Transport and

highway”. Machinery rates are given for the year 2001-02 which is escalated at 5% per year to

arrive at present rate, Material rates for the rate analysis have been adopted from Road Metal

Register (RMR) which has been prepared based on the details prescribed in “Uttar Pradesh PWD

SOR 2017-18” Published by Superintended Engineer, Lucknow Circle, w.e.f dated 03rd November

2017, to arrive at the rate of material at site, Unit Rates of labour have been adopted from “Uttar

Pradesh PWD SOR 2017-18” Published by Superintended Engineer, Lucknow Circle, P.W.D

Department, w.e.f dated 03rd November 2017. Using these rates and Bill of Quantities derived

from preliminary analysis of road and bridge components, project cost for improvement proposals

is given below.

Table E.16: Preliminary Cost Estimate

BILL NO. DESCRIPTION AMOUNT (Rs.)

CIVIL CONSTRUCTION WORKS

1 SITE CLEARANCE 19,433,960

2 EARTHWORKS 1,878,465,852

3 SUBBASE AND BASE COURSES 3,650,820,120

4 PAVEMENT COURSES 2,766,985,049

5 CROSS DRAINAGE WORK - CULVERT 443,600,198

6 STRUCTURE

6A ROB 195,699,071

6B BRIDGES 1,363,285,439

6C UNDERPASSES 1,515,754,340

6D FLYOVER 298,120,908

6E ELEVATED 10,260,565,221

7 REPAIR AND REHABILITATION OF STRUCTURES 0

8 DRAINAGE AND PROTECTION WORKS 1,338,927,783

9 ROAD APPURTENANCES 933,022,786

10 ELECTRICAL 154,953,426

11 ATMS-TMS 165,600,000

12 TEMPORARY DIVERSION WORK 8,512,982

13 TOLL PLAZA 641,385,208

14 WAY SIDE AMENITIES 227,236,624

A TOTAL CIVIL CONSTRUCTION WORKS (SL. NO. 1 TO 14) EXCL. GST 25,862,368,967

GST @ 12% 3,103,484,276

TOTAL CIVIL CONSTRUCTION WORKS INCL. GST 28,965,853,243






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BILL NO. DESCRIPTION AMOUNT (Rs.)

OTHER ITEMS (As per Ministry's Letter no. RW/NH-24036/27/2010-PPP, Dated 10th August 2016)

MAINTENANCE WORK - POST CONSTRUCTION INCL. GST 1,448,292,662

CONTINGENCIES @ 2 .8% OF "CIVIL CONSTRUCTION WORKS INCL GST" 811,043,891

SUPERVISION CONSULTANCY CHARGES @ 2% OF "CIVIL CONSTRUCTION WORKS INCL GST"

579,317,065

ADMINISTRATIVE CHARGES @ 1% OF "CIVIL CONSTRUCTION WORKS INCL GST" 289,658,532

QUALITY CONTROLCHARGES @ 1% OF "CIVIL CONSTRUCTION WORKS INCL GST" 289,658,532

ROAD SAFETY AUDIT CHARGES @ 0.5% OF "CIVIL CONSTRUCTION WORKS INCL GST"

144,829,266

ESCALATION @ 5% OF "CIVIL CONSTRUCTION WORKS INCL GST" FOR 2 YRS. 2,896,585,324

SOCIAL RESETTLEMENT AND REHABILITATION COSTS 8,972,637,870

ENVIRONMENTAL MANAGEMENT COST 59,701,400

UTILITY SHIFTING COST 216,499,000

TOTAL OTHER ITEMS AND WORKS 15,708,223,543

TOTAL PROJECT COST 44,674,076,786

E.11 Economic and Financial Analysis

Financial Viability

It is concluded that the project road is financial viable for implementation on a DBFOT format

with a grant of about 25 percent and for a concession period of 30 years. The project as whole is

financially viable and the same may not be considered for implementation on DBFOT Toll basis

based on the financial analysis

Economic Viability

Total estimated Civil Construction Cost is approx. Rs 2896 Crores. The unit rates of various items

have been arrived based on MORTH data book and Schedule of Rates of UP state for year 2017-

2018. Per Kilometer Civil Construction Cost come out to be Rs. 46.14 Crores.

The entire project road is found viable returning a NPV of Rs. 1814.71 million and an

EIRR of 12.7% EIRR is comfortably above the threshold of 12%. Sensitivity analysis also

indicates that the project is close to 12% EIRR for the cost increase scenario and benefit reduce

scenario. Therefore, it can be concluded that the project is economically viable.

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