project summary nagina-kashipur nh74

Project: Detailed Project Report for Rehabilitation and Upgradation of National Highway Stretches under NHDP-IVB, Group-B ( Package No. UP/DPR/NHDP-IV/08) Sheet: 1 of 34 Document: 2983/DLRO/REP-004/Nagina – Kashipur Section of NH-74 Date: March 2015Project Summary Revision: R1

PROJECT SUMMARY

0.01 Background

Ministry of Road Transport and Highways (MoRT&H), Government of India (GOI) has decided to take up the development of various National Highways stretches/corridors in the country where the intensity of traffic has increased significantly and there is requirement of augmentation of capacity for safe and efficient movement of traffic.

National Highways Authority of India (NHAI) has been entrusted by the MoRT&H, GOI with the task of the development of selected stretches of National Highways into 2-lane with paved shoulders configuration with provision of capacity augmentation. The project is being prepared for implementation under the NHDP, Phase-IVB programme on BOT Mode / EPC Mode.

Accordingly, NHAI has assigned the work of “Consultancy Services for Preparation of Detailed Project Report (DPR) for Rehabilitation and Upgradation of National Highway Stretches under NHDP-IVB, Group-B (Package No. UP/DPR/NHDP-IV/08); (i) Chutmalpur-Saharanpur-Yamunanagar-Haryana/UP Border section of NH-73 (Length 50 km); (ii) Dehradun- Chutmalpur-Roorkee section of NH-72A (Length 70 km); (iii) Sitarganj-Tanakpur section of NH-125 (Length 52 km) & (iv) Haridwar-Kashipur section of NH-74 (Length 167 km) under a single contract Package No. UP/DPR/NHDP-IV/08” to M/s SAI Consulting Engineers Private Limited, Ahmedabad. The agreement for the Consultancy services was signed on 16th March 2010. The commencement of services has taken place on the 7th day after signing contract agreement i.e. on 23rd March 2010.

This Project Summary pertains to Final Detailed Project Report for Nagina - Kashipur section of NH-74.

The total length of the existing alignment of the section of project road is 102.000 km as per existing kilometer stone.

As per Design Chainage, the total length of proposed/approved alignment of project road is 98.793 km.

Based on the evaluation of study carried out, as detailed in subsequent sections, the project road is proposed to be developed as 4-lane divided road configuration for the entire length of the project road except at grade separator structures and their approaches which will be developed as 6-lane divided road configuration as per IRC:SP:84:2014 .

0.02 Project Objective

The main objective of the present project covering Nagina - Kashipur section of NH-74 includes the following:

CLIENT: NATIONAL HIGHWAYS AUTHORITY OF INDIA CONSULTANT: SAI CONSULTING ENGINEERS PVT. LTD


To establish the technical, economical and financial viability of the project and prepare

detailed project reports for rehabilitation and upgrading of the existing 2 lane road to 4-lane divided road with paved shoulders configuration.

Requirements with regard to rehabilitation, upgrading and improvement based on highway design, pavement design, provision of service roads wherever necessary, type of intersections, rehabilitation and widening of existing and/or construction of new bridges, underpasses, flyovers, ROBs and other structures, road safety features, quantities of various items of works & cost estimates, economic analysis and financial analysis for computation of financial returns through toll and other revenues.

0.03 Deficiencies and Issues

The following major deficiencies have been identified and addressed in terms of traffic operation and safety, road conditions and maintenance. A few other issues which contribute to operational deficiencies and safety concern and which prevent the optimum utilization of the highway capacity to a desirable level of service, e.g. driving discipline and compliance, traffic surveillance, corridor security and management, level of regular road maintenance, truck overloading, maintenance and its road worthiness etc. are beyond the scope of this study.

a) Operation Road capacity augmentation

Congestion and delays through built-up areas

No access control

Vehicle competing with slow moving vehicle for the pavement space

Deficient road surface conditions (roughness)

Pedestrian crossing on the road

No pavement edge markings

Uncontrolled roadside developments and encroachments

Bridges requiring rehabilitation

b) Safety

Shoulder drop-off at places

Exposed roadside hazards.

No pavement markings

Inadequate traffic signs

Conflict with pedestrians, cattle, slow vehicles

c) Road

Shoulder functionally and structurally inadequate

Cross drainage - poor condition and inadequate



Curve radii less than what is required for the Design speed of 100 km / hr in

roads for plain terrain

Deficient curves and reverse curves in roads in plain terrain without transition

length for safe reversal of elevation.

0.04 Description of the Project Road

The main features of the existing alignment of the project road are described in the following paragraphs.

0.04.1 Existing Alignment

As shown in the Index Map (refer Figure 0.1), the existing alignment of the project road starts at km 73+000 of NH-74 at Nagina, traverse through the towns/places like Nagina, Dhampur, Afjalgarh, Jaspur and Kashipur and ends at existing km 175.000 of NH-74 after Jagannathpur village. The Proposed length of the project road is 98.793 km against existing length of 102 km.

Figure 1: Index Map

0.04.2 Location



Project road is situated partially in Udham Singh Nagar district of Uttarakhand, partially in Bijnor and Rampur districts of UP. The stretch of road from km 73.000 to km 132.000 & km 169.250 to km 170.990 of NH-74 lies in Bijnor & Rampur districts of Uttar Pradesh and km 132.000 to km 169.250 & km 177.990 to km 175.000 of NH-74 lies in Udham Singh Nagar districts of Uttarakhand. Kashipur is located at 29°15' N and 79°00' E.

0.04.3 Terrain, Soil Type and Geology

Terrain

The entire stretch of project road lies predominantly on plain terrain (refer Chapter-3 for details).

Soil Type

The formation soil type along all the stretches of the project road is alluvial soil (predominantly Silty Sand, some locations it may be Silty Clayey Sand) in plain terrain.

Geology

Geology of Uttarakhand

The Uttarakhand hills forms the easternmost part of the western Himalayas. The geology of this region resembles that of Himachal Pradesh in the west and Nepal in the east. The main difference between the geology of Himachal Pradesh and Garhwal-Kumaun is that in the former area, the tethyan zone is very well developed.

From south to north, the Uttarakhand Himalayas may be divided into:

1. Siwalik Himalayas or Sub-Himalayas2. Lower or lesser Himalayas3. Central or Higher Himalayas4. Trans or Tibetan or Tethvan Himalayas

Geology of Uttar Pradesh

The State of Uttar Pradesh comprises an area of about 2,40,928 sq. km and forms one of the largest states in the country. It extends from latitude 23°52'15'' : 30°25'05"N and longitude 77°05'36" : 84°38'10"E and is characterised by rock formations ranging in age from the Archean (the Bundelkhand Graniticgneisses ) to the Recent (the Ganga alluvium).

The Ganga plain which dominates the landscape and nearly covers three fourth of the geographical area of the State, lies between the rocky Himalayan belt in the north and the southern hilly tract comprised of mainly Pre-Cambrian rocks. Flexing of the Indian lithosphere in response to the compressive forces due to collision, and thrust fold loading produced the Ganga Plain foreland basin. It is filled with recent alluvial sediments which is at places more than 1,000 m. thick and an amalgams of sand, silt, clay in varying proportions.

The southern hilly tract is roughly parallel to the Ganga-Yamuna lineament. The tract is underlain by granitic complex in Bundelkhand region and in Sonbhadra. It is overlain by



rocks Mahakoshal (Bijawar) and Vindhyan Supergroup. The younger rock comprise of coal bearing Gondwana in south Sonbhadra and basaltic rocks in southern part of Lalitpur. The granitic complex is considered to be potential for the search of metallic minerals like copper, lead, zinc, molybdenum, gold, nickel, Uranium and Platinum group of elements. The overlying sediments of Mahakoshal (Bijawar) and associated Iron Formation show a potential for the search of copper, uranium, and gold in Lalitpur and andalusite, sillimanite, gold, calcite, marble and clay in sonbhadra. The lower Vindhyan sediments of Sonbhadra contain deposits of cement grade limestone, flux grade dolomites, building stone and is also potential for the search of placer gold and other metals. While the Upper Vindhyan sandstones are suitable for making decorative slab/tiles or ballast. Deposits of silica sands and bauxite are available in Allahabad and chitrakoot districts while coal deposits occur in the Gondwana rocks in southwestern corner of Sonbhadra.

0.04.4 Climate

Seasons

The project area experiences typical Mountain climate. The moderating effects of the nearby mountains and the fairly high amount of relative humidity in the atmosphere have restricted the variability.

The four seasons that are normally observed in the area are as follows:

Winter : November – MarchPre-monsoon (summer) : March – MayMonsoon : June – SeptemberPost-monsoon : Oct - Nov.

Kashipur

This region experiences a tropical to sub tropical climate. The mean monthly temperature in summer is 430c, while that in winter is 220c and the total annual precipitation is about 210 cms.

Temperature

Seasonal variations in temperature follow closely the course of the Sun. The month of January is invariably the coldest and May the warmest month. With the onset of monsoon in early June, there is a reversal of temperature curve and the temperature during the period of monsoon remains very uniform at about 25ºC. During post- monsoon season, the temperature slightly increases above 25ºC, but gradually falls by the start of January. On an average, the temperature during summer months varies from 25ºC to 44ºC, while in winter it ranges from 6ºC to 24ºC.

Relative Humidity

The Relative Humidity ranges between 70% and 90% in the monsoon period. Between November and January i.e. during winter months, the relative humidity varies from 64% to 83%. The relative humidity generally is higher than 49% throughout the year.

Rainfall



Monsoon generally sets in around the second week of June and continues till late September. July and September are the wettest month all over the region. There is hardly a day without rain during these three months. Towards the later part of the season, as the frequency of rain decreases, the project area experiences oppressive hot weather associated with high relative humidity. It receives t h e m a x i m u m rainfall during southwest monsoon season. After this North-east monsoon starts. The average rainfall received ranges from 1500 mm to 2100 mm in a year. About 76 to 85 % of the rainfall is through monsoons.

0.04.5 Land Use

The stretch of project road from km 73.000 to km 175.000 generally the land used is agricultural with commercial and industrial establishments coming in patches as project road passes through the built up areas. Plantation could be observed along the road in some stretches. Occasionally barren patches do appear in pockets of agricultural land. Protected Forests were also present on either side of road at various locations. Reserve Forest under Patrampur Forest Division is also present from km 147.847 to km 148.437 on both sides.

The chainage mentioned above is based on existing kilometer stone of NH-74.

The land value along this stretch of NH-74 is constantly increasing and is considered to be one among highly valued locations. The land use patterns, abutting the project highway are summarized in Table 0.01.

Table 0.01: Land Use Pattern Abutting Project Highway

Land Use

Land Use Pattern

Left Side Right Side

(% Stretch) (% Stretch)

Built-up 0.000 0.000Commercial 19.800 18.530Agricultural 65.390 66.960Residential 14.800 14.500Industrial 0.000 0.000Reserve Forest 0.000 0.000Barren Land 0.000 0.000Open Land 0.000 0.000Others (Plantation, Religious, Institutional etc.) 0.000 0.000

Total 100 100

0.04.6 Road Side Development - Villages/Towns



This section of the project road predominantly passes through the rural area, except the towns like Nagina, Dhampur, Afjalgarh, Jaspur and Kashipur. There are also small commercial/residential built-up areas in location like Sherkot, Udhowala, Kunda, Missarwala, Sarwarkhera, Hempur Ismail and Sultanpur Patti along the project road. In Nagina, Dhampur, Udhowala, Afjalgarh, Jaspur and Kashipur places, congestions were observed for substantial lengths along the road. Particularly Dhampur, Udhowala, Jaspur and Kashipur are highly congested places. Apart from these locations there are also few settlements locations, where there are bottlenecks over short stretches. Elsewhere there is no major congested area, except few houses/building may be close to the existing road. There is no major industrial area along the road. One rice mills was observed along the road. However this mills is at sufficient distance from the road. Brick Kiln was also observed along the road near all the important towns. The list of villages and towns on the sides of project highway, identified during Reconnaissance Survey and Inventory of project road are presented in Table-0.02 as below.

Such identified settlements shown at Table 0.02 have been given careful consideration before deciding on the appropriate cross-section, and other related improvement proposals earmarked for the project.

Table 0.02: Important Settlements Abutting Project Highway

Sl.No.

Name of Towns & Village

Existing ChainageFrom(Km)

To(Km)

1 Nagina 75+900 77+300

2 Puraini 82+571 83+651

3 Mankawala 84+800 85+700

4 Habibwala 88+277 89+617

5 Dhampur 92+800 96+000

6 Sherkot 99+909 103+048

7 Mubarakpur 105+706 106+708

8 Bhutpuri 110+552 112+200

9 Alampur 112+851 113+305

10 Bhajjawala 114+765 115+617

11 Afzalgarh 118+500 119+800

12 Zigari (Bhawanipur) 121+534 122+635

13 Udhhowala 123+150 124+000

14 Kasimpur 124+100 124+400

15 Badigarh 126+495 127+161

16 Rehar 128+772 129+762



Sl.No.

Name of Towns & Village

Existing ChainageFrom(Km)

To(Km)

17 Raipuri 131+605 132+878

18 Dharampur 133+257 134+057

19 Kishanpur 135+410 135+700

20 Jaspur 137+230 141+875

21 Dhyan nagar 142+000 142+645

22 Narayanpur 143+000 144+000

23 Govindpur 145+250 145+575

24 Jagatpur Patti 146+000 146+709

25 Kunda 149+470 151+200

26 Missarwala 152+000 152+700

27 Sarwarkhera 153+160 155+700

28 Kashipur 155+700 161+150

29 Kachnal 161+820 162+640

30 Hempur Ismail 162+900 164+200

31 Tarakhera 164+475 165+700

32 Mukandpur 169+400 169+725

33 Sultanpur 171+000 172+700

34 Jagannathpur 173+100 174+400

As the road passes generally through rural and semi urban area surrounded by agricultural land, acquisition of additional land may not pose serious problem. Since the entire stretch of the project road will be constructed as a 4 lane with paved shoulder configuration, land acquisition will be required for realignment, bypasses and widening portions only. Realignment and bypasses has been proposed at the locations where there is congestion in built-up area or the geometric improvement will disturb the existing road side settlement to a great extent. However, at major towns and villages, some residential and commercial structure’s acquisition may be necessary to accommodate the Bus Shelter. Where land acquisition is not feasible, Bypass/Realignment has been considered.

0.04.7 Traffic



Mostly the traffic is of through type. The major traffic generation points along this stretch of project road are Junction of NH74 and SH12 at km 93.850 of NH74 at Dhampur and Junction of NH-74 with NH-121 at km 158.350 of NH-74 at Kashipur. MDR, SH & NH coming from Bijnor & Moradabad districts of UP meet/cross this stretch of NH-74 at different locations. Volume of traffic observed on this section of NH is moderate to high at different stretches.

There is no substantial variation of traffic along this section of NH-74. However considering the length and chances of traffic generation at important places along the road, project road could be divided in 4 (four) traffic homogenous sections namely, Section-1: Nagina to Dhampur (km 73.000 to km 94.000)Section-2: Dhampur to Afjalgarh (km 94.000 to km 120.500) Section-3: Afjalgarh to Kashipur (km 120.500 to km 158.350)Section-4: Kashipur to End of Project Road (km 158.350 to km 175.000)

Local traffic could be seen in significant numbers near the village settlements/built-up area. These are mainly composed of bicycles, two-wheelers, animal drawn carts, tractors and jeeps. Passenger movement by buses and jeeps was also noticed.

0.04.8 Broad Features of the Existing Highway and Existing Right of Way

a) Broad Features of the Existing Highway

The existing highway is a 2-lane undivided carriageway road with generally 7 m wide carriageway with 1.0 m earthen shoulder on both sides and without paved shoulder, except at few locations where paved shoulder exists. At Kashipur, non-standard 4-lane divided road exists from km 156.800 to km 158.800. This four-lane has been created out of the existing two-lane road and shoulders.

Work of new overlay was noticed at few locations and also some repair and maintenance work of road and CD – structures was under progress at some locations at the time of survey. Conditions of bridges are good, except some repair & maintenance work for few old bridges.

The pavement surface mostly varies from fair to good conditions. Pavement surface from km 100.500 to km 111.200 is full of cracks, rutting and potholes and thus in very poor condition. Poor to very poor pavement conditions was also observed in some stretches. At many locations the height of existing road with respect to adjoining ground level was observed to be around 0.5 m only.

At some locations in urban area road side drain was unavailable. Where ever drain exists in urban area, the condition is very poor due to lack of regular maintenance work.

b) Height of Existing Road Surface



The average height of existing road surface with respect to adjoining natural ground level is

around 0.5 – 1m at majority of stretches of road.

c) Existing Pavement Crust Composition

The existing pavement crust composition is varying along the project road and same has been presented in Table – 0.03 below.

Table – 0.03: Summary of Existing Pavement Crust Composition of Nagina – Kashipur Section of NH-74

Existing Chainage Average Pavement Crust Composition

From ToGSB(mm)

WBM(mm)

Bituminous Layer(mm)

Total (mm)

73+000 79+808 90 220 90 40079+808 81+000 100 195 75 37081+000 97+005 105 200 95 400

97+005 128+000 80 190 170 440

128+000 135+487 90 150 95 335

135+487 175+000 100 190 140 430

d) Existing Right of Way (ROW)

During reconnaissance survey, boundary stones (i.e. ROW Pillar) were not found. On the basis of documents received from PWD NH Division Ghaziabad, PWD NH Division Haldwani and the available revenue village maps, the details of ROW are presented in Table 0.04 as under.

Table 0.04: Existing ROW Details of Nagina - Kashipur section on NH-74

Sl. No.

Chainage (in Km) Average Total ROW

(in m)Source of ROW

From To

1 73+000 74+000 35 Revenue Village Map

2 74+000 75+000 32 - do –

3 75+000 76+000 29 - do –

4 76+000 77+000 32 - do –

5 77+000 78+000 25 - do –

6 78+000 79+000 27.5 - do –

7 79+000 80+000 27 - do –

8 80+000 81+000 27.5 - do –

9 81+000 82+000 22.5 - do –

10 82+000 83+000 23.5 - do –

11 83+000 84+000 21.5 - do –

12 84+000 85+000 24.5 - do –



Sl. No.


(in m)Source of ROW

From To

13 85+000 86+000 28.5 - do –

14 86+000 87+000 26.5 - do –

15 87+000 88+000 26 - do –

16 88+000 89+000 25.5 - do –

17 89+000 90+000 27.5 - do –

18 90+000 91+000 21 - do –

19 91+000 92+000 24 - do –

20 92+000 93+000 28.5 - do –

21 93+000 94+000 23 - do –

22 94+000 95+000 24 - do –

23 95+000 100+000 30 - do –

24 100+000 103+000 24 - do –

25 103+000 112+000 30 - do –

26 112+000 113+000 28 - do –

27 113+000 114+000 34 - do –

28 114+000 114+200 35 - do –

29 114+200 115+000 30 - do –

30 115+000 115+500 38 - do –

31 115+500 116+000 32 - do –

32 116+000 116+700 36 - do –

33 116+700 117+000 30 - do –

34 117+000 118+000 28 - do –

35 118+000 119+000 24 - do –

36 119+000 119+900 18 - do –

37 119+900 120+000 31 - do –

38 120+000 120+300 23 - do –

39 120+300 120+500 32 - do –

40 120+500 120+700 29 - do –

41 120+700 120+900 18 - do –

42 120+900 121+000 50 - do –

43 121+000 121+700 29 - do –

44 121+700 122+000 21 - do –

45 122+000 123+000 22 - do –

46 123+000 124+000 20 - do –

47 124+000 125+000 23 - do –

48 125+000 125+200 19 - do –

49 125+200 126+000 32 - do –

50 126+000 126+400 25 - do –

51 126+400 126+700 32 - do –

52 126+700 127+000 23 - do –

53 127+000 127+400 28 - do –

54 127+400 127+500 43 - do –



Sl. No.


(in m)Source of ROW

From To

55 127+500 127+700 70 - do –

56 127+700 128+000 48 - do –

57 128+000 128+100 28 - do –

58 128+100 128+600 38 - do –

59 128+600 129+000 28 - do –

60 129+000 129+200 26 - do –

61 129+200 129+800 16 - do –

62 129+800 130+000 25 - do –

63 130+000 131+000 24 - do –

64 131+000 132+000 22 - do –

65 132+000 133+000 26 - do –

66 133+000 134+000 21 - do –

67 134+000 135+000 29.5 - do –

68 135+000 136+000 27 - do –

69 136+000 136+300 25 - do –

70 136+300 137+000 27 - do –

71 137+000 137+600 34 - do –

72 137+600 138+000 26 - do –

73 138+000 139+000 21 - do –

74 139+000 140+000 13 - do –

75 140+000 140+100 24 - do –

76 140+100 140+800 10 - do –

77 140+800 141+000 21 - do –

78 141+000 141+600 17 - do –

79 141+600 143+000 22 - do –

80 143+000 143+500 23 - do –

81 143+500 144+000 28 - do –

82 144+000 144+300 24 - do –

83 144+300 144+700 34 - do –

84 144+700 145+000 26 - do –

85 145+000 145+500 25 - do –

86 145+500 147+400 36 - do –

87 147+400 148+300 46 - do –

88 148+300 149+000 34 - do –

89 149+000 149+400 33 - do –

90 149+400 151+000 25 - do –

91 151+000 151+600 27 - do –

92 151+600 151+800 31 - do –



Sl. No.


(in m)Source of ROW

From To

93 151+800 152+000 37 - do –

94 152+000 152+500 29 - do –

95 152+500 153+000 25 - do –

96 153+000 153+300 20 - do –

97 153+300 154+000 27 - do –

98 154+000 155+000 32 - do –

99 155+000 155+800 40 - do –

100 155+800 156+000 50 - do –

101 156+000 156+100 44 - do –

102 156+100 156+500 18 - do –

103 156+500 156+700 25 - do –

104 156+700 157+000 47 - do –

105 157+000 157+100 40 - do –

106 157+100 157+200 20 - do –

107 157+200 158+000 13 - do –

108 158+000 158+200 22 - do –

109 158+200 158+400 11 - do –

110 158+400 158+700 22 - do –

111 158+700 158+900 32 - do –

112 158+900 159+000 18 - do –

113 159+000 160+000 26 - do –

114 160+000 160+200 17 - do –

115 160+200 161+700 28 - do –

116 161+700 162+000 20 - do –

117 162+000 162+200 17 - do –

118 162+200 163+000 30 - do –

119 163+000 163+800 32 - do –

120 163+800 164+000 26 - do –

121 164+000 164+300 24 - do –

122 164+300 165+000 32 - do –

123 165+000 165+400 33 - do –

124 165+400 166+000 27 - do –

125 166+000 166+600 25 - do –

126 166+600 166+800 65 - do –

127 166+800 167+400 45 - do –

128 167+400 167+800 35 - do –

129 167+800 167+850 25 - do –

130 167+850 168+000 35 - do –

131 168+000 169+000 35 - do –

132 169+000 170+000 52 - do –

133 170+000 171+100 36 - do –

134 171+100 172+200 10 - do –



Sl. No.


(in m)Source of ROW

From To

135 172+200 172+800 30 - do –

136 172+800 173+000 33 - do –

137 173+000 174+000 30 - do –

138 174+000 175+000 34 - do –

0.04.9 Bridges and Culverts

There are six (6) major bridges and fifteen (15) minor bridges present on Nagina - Kashipur section of NH-74. A list of major and minor bridges indicating locations and type of bridges in this section is furnished in Table 0.05 given as below:

Table – 0.05: List of Existing Bridges on Nagina - Kashipur Section of NH-74

Sr. No.

Bridge No.

Existing Chainage

Name of River Bridge

Structure Type Bridge Type

1 NA 75.805 Local Nala Solid Slab Minor Bridge2 84/4A 83.600 Local Nala RCC Box Minor Bridge3 100/1 99.668 Kho River T-Girder & Slab Major Bridge4 104/1 A 103.479 Local Stream Solid slab Minor Bridge5 109/1A 108.991 Ram Ganga River T-Girder & Slab Major Bridge6 116/3A 115.681 Local Nala Solid Slab Minor Bridge7 127/1 125.896 Banauli River RCC T-Beam Major Bridge8 131/1A 130.031 Pill river RCC T-Beam Minor Bridge9 136/1 135.136 Fikka River RCC Solid Slab Major Bridge

10 137/2 136.480 Chorkhala River RCC Solid Slab Minor Bridge11 142/1 A 141.026 Lapakna bridge RCC Solid Slab Minor Bridge12 144/4 A 143.746 Irrigation Canal RCC Solid Slab Minor Bridge13 145/1 A 144.473 - RCC Solid Slab Minor Bridge14 149/1 A 148.417 Tumaria River RCC Solid Slab Minor Bridge15 152/3 A 151.602 Ghoga River RCC Slab + Arch Minor Bridge

16 156/2 155.762Dhela River (U/S) RCC T-Beam Major Bridge

Dhela river (D/S) RCC T-Beam Major Bridge

17 161/2 160.825 Mahadev nallah RCC Solid Slab Minor Bridge18 NA 162.868 Bhalla nallah ARCH Minor Bridge19 NA 165.967 . RCC Solid Slab Minor Bridge20 NA 169.900 Koshi River RCC T Girder Major Bridge21 NA 172.850 Naiya River - Minor Bridge

Inventory details of existing cross drainage (CD) structures (length less than 6m) in all the stretches of the project road have been collected during site visit. A total of one hundred seventy eight (178) numbers of existing CD structures are present on NH-74 section of project road. Summarized details are given as below:



Total Culverts 178 nos. Pipe Culvert 48 nos. Slab Culverts 98 nos. Arch Culverts 30 nos. Slab/Pipe Culverts 01 no. Box 01 nos.

0.04.10 ROBs and Level Crossings

There are three railway level crossings and no ROB present at existing alignment of Nagina - Kashipur section of NH-74.

0.04.11 Underpass

There is one Underpass present on existing alignment at Sherkot on Nagina - Kashipur section of NH-74.

0.04.12 Industrial Area

In this section no Industrial Area is present (Only Factories are at isolated locations).

0.04.13 Utilities

There are number of utilities like electric line, telephone line, water pipe line etc. either running parallel or crossing the project road. Also high-tension electric line crosses the project road at number of places. During reconnaissance survey, it was also observed that Optical Fibre Cable (OFC) lines of different telecom companies were running parallel either on left or right side of existing road.

0.04.14 Reserve Forest, Water Bodies and Eco-sensitive Receptors

Reserve Forest is present from km 147.847 to km 148.437 of NH-74 on both sides.

Along the road there are no water bodies and ecologically sensitive receptors which may pose as significant hazard impeding improvement of the project road.

0.05 Schedule of Existing Chainage and Design Chainage

Due to provision of realignments/bypasses on the existing alignment of the project road, the existing stretches have been deleted at the locations where realignments/bypasses have been provided. Hence the design length of the project road will not be the same as that of existing road. The relationship between existing Chainage and Design Chainage is given in Table-0.06 below.

Table-0.06: Schedule of Existing Chainage and Design Chainage



Sl. No Existing Chainage Design Chainage

1 73+000 71+6142 73+311 71+925

3 79+933 77+6954 80+000 77+7745 81+000 78+7796 82+000 79+7697 83+000 80+7618 84+000 81+7619 85+000 82+77110 86+000 83+77211 87+000 84+78412 88+000 85+78213 89+000 86+79214 90+000 87+79415 91+000 88+79416 92+000 89+80717 92+223 90+01718 97+000 94+38419 97+058 94+44320 98+000 95+39621 99+000 96+42022 99+285 96+700

23 100+000 97+420

24 100+480 97+900

25 101+000 98+37126 102+000 99+35727 103+000 100+31628 104+000 101+36629 105+000 102+34330 106+000 103+34631 107+000 104+37832 108+000 105+36533 109+000 106+36434 110+000 107+35235 111+000 108+36836 112+000 109+40437 113+000 110+43438 114+000 111+40439 115+000 112+38740 116+000 113+423



Sl. No Existing Chainage Design Chainage

41 117+000 114+42542 117+245 114+66343 120+492 117+04644 121+000 117+57045 122+000 118+57046 122+635 119+19547 126+000 122+80448 126+406 123+20549 127+000 123+80950 128+000 124+82951 129+000 125+98952 130+000 126+97253 131+000 127+92954 132+000 128+92655 133+000 130+18056 134+000 131+14757 135+000 132+14158 135+409 132+67059 146+000 143+72460 146+258 143+95361 147+000 144+71762 148+000 145+72463 149+000 146+73564 149+459 147+16665 175+000 170+407

0.06 Schedule of Km Stone of Old NH-74 and Newly Named NH-734

Recently a stretch of NH-74 has been renamed as NH-734. It was found during the site visit held in the month of June 2011 that the kilometre stones between km 52.000 & km 132.000 of NH-74 have been painted as NH-734 with new value of kilometerage. Schedule of Km Stone of old NH-74 and newly named NH-734 on Nagina- Kashipur Section of Project Road is presented in Table-0.07 below.

Table – 0.07: Schedule of Kilometre Stone of old NH-74 and newly named NH-734 on Nagina- Kashipur Section of Project Road

Sl. No. Km Stone of old NH-74 Km Stone of newly named NH-734

1 73 22

2 74 23

3 75 24




4 76 25

5 77 -

6 78 27

7 79 28

8 80 29

9 81 30

10 82 31

11 83 32

12 84 33

13 85 34

14 86 35

15 87 36

16 88 37

17 89 38

18 90 39

19 91 40

20 92 4121 93 4222 94 4323 95 4424 96 4525 97 4626 98 4727 99 4828 100 -29 101 5030 102 5131 103 5232 104 5333 105 5434 106 5535 107 5636 108 5737 109 -38 110 -39 111 6040 112 6141 113 6242 114 6343 115 6444 116 6545 117 6646 118 6747 119 68




48 120 6949 121 7050 122 7151 123 -52 124 7353 125 7454 126 7555 127 -56 128 7757 129 7858 130 7959 131 8060 132 81

For the purpose of this report the old kilometerage system has been followed.

0.07 Proposed Alignment of Project Road

Based on Alignment Options Study for realignment/bypasses, the alignment of project road as recommended by the Consultant and approved by the NHAI in principle is described below.

The project road alignment starts from km 73.000 of NH-74 and follows the existing alignment of NH-74 up to km 73.311 of NH-74. From km 73.311 of NH-74 the alignment takes right turn & follows the route of recommended alignment of Nagina Bypass up to km 79.933 of NH-74. From km 79.933 of NH-74 the alignment follows the existing alignment of NH-74 up to km 92.223 of NH-74.

From km 92.233 of NH-74 the alignment takes left turn & follows the route of recommended alignment of Dhampur Bypass up to km 97.058 of NH-74. From km 97.058 of NH-74 the alignment follows the existing alignment of NH-74 up to km 117.245 of NH-74.

From km 117.245 of NH-74 the alignment takes right turn & follows the route of recommended alignment of Afjalgarh Bypass town up to km 120.492 of NH-74. From km 120.492 of NH-74 the alignment follows the existing alignment of NH-74 up to km 122.635 of NH-74.

From km 122.635 of NH-74 the alignment again takes right turn & follows the route of recommended alignment of Udhhowala Bypass up to km 126.406 of NH-74. From km 126.406 of NH-74 the alignment follows the existing alignment of NH-74 up to km 135.409 of NH-74. From km 135.409 of NH-74 the alignment takes left turn & follows the route of recommended alignment of Jaspur Bypass up to km 146.258 of NH-74. From km 146.258 of NH-74 the alignment follows the existing alignment of NH-74 up to km 149.459 of NH-74.



From km 149.459 of NH-74 the alignment takes right turn & follows the route of recommended alignment of Kashipur Bypass up to km 175.000 of NH-74 where the project road ends. The Detail of Proposed Alignment has been given in Table-0.08 below.

Table- 0.08: Detail of Proposed Alignment of Project Road

Sl. No.

Project StretchStretch Length (Km)

ProposalExisting Chainage

(Km)Design Chainage (Km)

From To From To

1 73+000 73+311 71+614 71+925 0.311 Widening of Existing NH-74

2 73+311 79+933 71+925 77+695 5.770 Nagina Bypass


4 92+223 97+058 90+017 94+443 4.426 Dhampur Bypass


6 99+285 100+480 96+700 97+900 1.200Realignment for Geometric

Improvement

7100+480 117+245 97+900 114+663 16.763 Widening of Existing NH-74

8 117+245 120+492 114+663 117+046 2.383 Afzalgarh Bypass


10 122+635 126+406 119+195 123+205 4.010 Udhhowala Bypass


12 135+409 146+258 132+670 143+953 11.283 Jaspur Bypass


14 149+459 175+000 147+166 170+407 23.241 Kashipur Bypass

Based on requirement & location of Toll Plazas, the final alignment of the project road has been divided in to 2 traffic homogenous sections (as per Design Chainage) for calculation of revenue as mentioned below.

Section-1: km 71.614 to km 117.046 of NH-74

(Proposed length= 45.432 km)



Section-2: km 117.046 to km 170.407 of NH-74

(Proposed length= 53.361 km)

Section-1 comprises 11.711 of NH-74 and 33.721 km of new alignment

Section-2 comprises 38.534 km of NH-74 and 14.827 km of new alignment

Total length of final alignment of the project road = 98.793 km

The final alignment comprises

46.480 km of existing NH-74 52.313 km of New Alignment

0.08 Traffic

For Traffic Study purpose, the project road has been divided in four (4) traffic homogenous sections as follows:

Section-1: Nagina to Dhampur (km 73.000 to km 94.000)Section-2: Dhampur to Afjalgarh (km 94.000 to km 120.500) Section-3: Afjalgarh to Kashipur (km 120.500 to km 158.350)Section-4: Kashipur to End of Project Road (km 158.350 to km 175.000)

The Average Daily Traffic (ADT) and Average Annual Daily Traffic (AADT) in 2010 on the four traffic homogeneous sections of the existing alignment of the project road as determined from the traffic surveys are as detailed below in Table - 0.09.

Table – 0.09: Traffic on the Project road

Considering the AADT & PCUs values of all the 4 traffic homogenous sections, it is clear that the LOS-B of existing 2 lane carriageways without paved shoulders has been already been exceed.


SectionTraffic in AADT

Total Vehicles PCU

Section-1, (Near Hotel Walia Residency, Najibabad at km 52.000 of NH-74)

13830 20435

Section-2, (Outskirt of Dhampur at km 96.000 of NH-74)

12923 20132

Section-3, (near Missarwala Village at km 153.200 of NH-74)

11746 15713

Section-4, (near Multiwall Pulp & Board Mills at km 167.400 of NH-74)

12046 16737


Considering the growth rates under the normal scenario, the LOS-C for 2 lane carriageways with paved shoulders for Section-1, Section-2, Section-3 & Section-4 shall exceed in the year 2013, 2014, 2016 & 2015 respectively.

LOS-C for 4 lane divided road with paved shoulders for Section-1, Section-2, Section-3 & Section-4 shall exceed in the year 2031, 2032, 2034 & 2033 respectively.

Considering that the execution of project road will commence in the beginning of 2016 and all the construction activities will be completed by the middle of 2018 for opening of road to traffic. It is necessary that the entire length of the project road should be constructed as 4-lane divided road with paved shoulders in the beginning itself.

Hence it is recommended to construct 4 lane divided road with paved shoulders and service roads (as applicable) for Nagina– Kashipur section of NH-74.

Mode wise average annual daily traffic (AADT) on 4 (four) traffic homogenous sections of the project road in the year 2010 are presented in Table below in Table – 0.10.

Table – 0.10: Average Annual Daily Traffic on Project Road

Type of Vehicles

Near Hotel Walia Residency

(km 52+000 of NH-74)

Outskirt of Dhampur(km 96+000 of NH-74)

Near Missarwala Village

(km 153+200 of NH-74)

Near Multiwall Pulp & Board

Mills(km167+400 of

NH-74)

ADT AADT ADT AADT ADT AADT ADT AADT

Two Wheeler

3678 3678 3154 3154 3269 3269 3661 3661

Auto Rick. 502 502 558 558 216 216 177 177

Car/ Jeep/ Taxi

3709 3709 3362 3362 2802 2802 3327 3327

Van/ Tempo

0 0 3 3 213 213 300 300

Mini Bus 163 163 18 18 285 285 134 134

Standard Bus

654 654 643 643 483 483 260 260

LCV 461 461 489 489 381 381 162 162

2-Axle Truck

1524 1524 1492 1492 1206 1206 1732 1732

3-Axle Truck

743 743 874 874 559 559 726 726

Multi-Axle Truck

139 139 131 131 124 124 58 58

Agricul. Tractor

15 15 47 47 305 305 285 285

Agricul. Tracter &

Trailer678 678 716 716 118 118 166 166

Car (Toll Exempted)

2 2 0 0 14 14 7 7



Type of Vehicles

Near Hotel Walia Residency

(km 52+000 of NH-74)

Outskirt of Dhampur(km 96+000 of NH-74)

Near Missarwala Village

(km 153+200 of NH-74)

Near Multiwall Pulp & Board

Mills(km167+400 of

NH-74)

ADT AADT ADT AADT ADT AADT ADT AADT

Bus (Toll Exempted)

1 1 0 0 1 1 0 0

LCV (Toll Exempted)

0 0 0 0 0 0 0 0

2/3-Axle (Toll

Exempted)1 1 0 0 1 1 0 0

Animal/ Hand

Drawn32 32 43 43 87 87 54 54

Cycle 1486 1486 1347 1347 1481 1481 861 861

Cycle Rick. 39 39 45 45 199 199 90 90

Others 3 3 1 1 2 2 46 46

Motorised (Vehicles)

12270 12270 11487 11487 9977 9977 10995 10995

Non- Motorised (Vehicles)

1560 1560 1436 1436 1769 1769 1051 1051

Total (Vehicles)

13830 13830 12923 12923 11746 11746 12046 12046

Motorised (PCUs)

19456 19456 19170 19170 14174 14174 15676 15676

Non- Motorised

(PCUs)979 979 962 962 1539 1539 1061 1061

Total (PCUs)

20435 20435 20132 20132 15714 15714 16737 16737

0.09 Surveys and Investigations

Following surveys and investigations have been undertaken for the feasibility study so far:

Inventory and condition survey for roads Inventory and Condition Survey for Bridges and Structures Traffic survey Axle Load Survey Pavement Investigations Alignment Options Study for Bypasses and Realignment Hydrological Studies Soil and Materials Investigations Topographical Survey Social screening survey Environmental screening survey

The data obtained from these field works have been used judiciously in the preparation of detailed project report.



0.10 Improvement Proposals

The improvement proposals incorporated in the design of the project road are based on the guidelines of IRC:SP:84 – 2014.

The existing alignment of the road is generally retained where the road geometry is within acceptable norms as per design standards.

The typical widened cross-section would consist of the following salient features:

i) 7.0 m carriageway for 2 lane road ii) 1.5 m wide paved shouldersiii) 2.0 m wide earthen shouldersiv) 5.5 m carriageway for service roads in urban area along existing road.v) 2.5 m median (raised) in urban area and 5.0 m median (raised) in rural area for 4

lane divided road including kerb shyness.

The main improvement proposals are broadly stated below:

For realignment/bypass (i.e. new alignment) stretches minimum 60 m RoW has been considered in plain & rolling terrain.

At junction locations RoW has been considered as per junction improvement requirement.

Both side widening has been proposed at built-up area locations. One side widening has been proposed in rural area or the semi urban locations, so that

felling of trees as well as shifting of existing utilities lines shall be minimum. Four - lane divided road with paved shoulders and service roads (as applicable)

shall be constructed for entire length of project road. Widening of all cross drainage structures in good condition has been proposed

as per the standard cross sections to match with the 4 lanes carriageway configuration. Considering bottlenecks, geometric deficiencies, existing RoW and site

constraints along the existing road, realignments/bypasses have been proposed at Nagina (km 73.311 to km 79.933 of NH-74), Dhampur (km 92.233 to km 97.058 of NH-74), Afjalgarh (km 117.245 to km 120.492 of NH-74), Udhhowala (km 122.635 to km 126.406 of NH-74), Jaspur (km 135.409 to km 146.258 of NH-74) and Kashipur (km 149.459 to km 175.000 of NH-74).

Geometric improvements of existing road section have been done at many locations to improve the alignment/radius of curvature of curves as per IRC norms as far as possible considering the site constraints.

Provisions of service roads have been envisaged in built-up areas. Service/ Slip roads have been also proposed on bypasses and Realignment stretches for safety & control of access at location of Vehicular Underpass and any other locations depending on site conditions as required.

At some built-up area locations service road has not been provided to avoid the acquisition of large number of road side structures. Only four - laning of existing road has been proposed.

Two (02) numbers ROBs have been proposed on the proposed alignment of the project road. One ROB has been proposed on Nagina Bypass and second ROB on Kashipur



Bypass. On Kashipur Bypass ROBs has been proposed as ROB cum Flyover due to proximity of MDR at one location.

Eleven (11) Vehicular Underpass, Eleven (11) Light Vehicular Underpass & fourteen (14) Pedestrian/Cattle Underpass has been proposed on bypasses for safety and partial access control.

There is one underpass on the proposed alignment of project road at Sherkot. In addition, traffic calming measures like Pedestrian Crosswalk, ZEBRA Crossing and

Rumble Strip along with pedestrian crossing signs is proposed on existing road at the important intersection locations, near school, hospital, religious places and also at the settlement locations for safe passage of pedestrians.

One (1) pedestrian foot over bridge has been proposed at Sherkot (Existing Km 102.110) of NH-74.

The other major facilities considered for improved functions of the corridor are:

Two Toll Plazas comprising 3+3 - lanes for normal vehicles and 2x1-lane to cater for over sized/ toll free vehicles complete with administrative offices have been proposed at Existing km 81.525 near Puraini village & km 147.343 near Jagatpurpatti village on NH-74 respectively. Provision has also been kept for adding additional lanes in future on either side as per guidelines of IRC: SP: 84-2014.

Truck lay-bye at 1 (One) location on right side at km 148.730 of NH-74 have been proposed to accommodate 15 to 20 trucks.

At 40 places Bus bays with passenger shelter have been proposed. At each place bus bay will be placed for each traffic direction. As bus traffic is not significant, bus bays with provision of single bus parking is proposed.

0.11 Bypass/Realignment Proposals

Based on site visit, discussion with concerned agencies, study of Development Plan (as available), existing RoW available present land width between buildings/structures, RoW required for four - laning with/without service road, geometrics of existing road and associated problems of land acquisition, demolition of structures and utility shifting, it was considered necessary to provide realignment/ bypasses at Nagina, Dhampur, Afjalgarh, Udhhowala, Jaspur and Kashipur.

Based on Alignment Options Study of Realignments/Bypass Alternatives, the Consultant has recommended realignments/bypasses at Nagina (km 73.311 to km 79.933 of NH-74), Dhampur (km 92.233 to km 97.058 of NH-74), Afjalgarh (km 117.245 to km 120.492 of NH-74), Udhhowala (km 122.635 to km 126.406 of NH-74), Jaspur (km 135.409 to km 146.258 of NH-74) and Kashipur (km 149.459 to km 175.000 of NH-74).

All the Bypasses/ Realignment shall be constructed as 4 lane divided road. The summary of preferred alternative of bypasses is detailed in Table–0.11 below:

Table – 0.11: Summary of Recommended Bypass/Realignment



Bypass

Start Point End Point Length of

Bypass (km)

Length on

NH-74 (km)

PlaceExisting

Chainageon NH-74

PlaceExisting

Chainageon NH-74

Nagina Bypass Nagina km 73+311 Aligarh km 79+933 5.770 6.622

Realignment at Kho River

- Km 99+285 - Km 100+480 1.200 1.195

Dhampur BypassRashulpur

Amlakm 92+233 Dhampur km 97+058 4.426 4.835

Afzalgarh Bypass Chauwala km 117+245 Afzalgarh km 120+492 2.383 3.247

Udhhowala Bypass Zigariwala km 122+635 Badhigarh km 126+406 4.010 3.771

Jaspur Bypass Kishanpura km 135+409 Govindpur km 146+258 11.283 10.849

Kashipur Bypass Kunda km 149+459 Jagannathpur km 175+000 23.241 25.541

0.12 Pavement Design

The entire stretch is proposed to be reconstructed as rigid pavement. Service/Slip Road has been proposed as flexible pavement.

a) Improvement Proposal for Existing Pavement

The height of existing road with respect to adjoining natural ground level is around 1m for around 40% length out of 102 km total length of existing road. In urban/semi urban area it is around 0.5m. Overtopping of existing road have been observed at some locations in urban areas of NH-74 due to lower height of existing road with respect to adjoining ground level. In overtopping or submergence stretches and the stretches where the height of the existing road with respect to adjoining ground level is less than 1m & there is a chance of overtopping of existing road due to rain water, the problems has been addressed by providing suitable road side drains and raising the finished level of existing road as appropriate. The recommendations for raising the finished level of existing road have been mentioned in Table 0.14 below.

From Km 106+650 ( Design chainage 104+050 ) to Km 107+350 (Design Chainage 104+750) of the project stretch is overtopped every year due to flood of Ramganga River. In the year 2011 the stretch was completely washed out. Considering the fact this stretch of the road is proposed to be raised with proper cross drainage provision including slop protection in form of boulder pitching or any other measures.

The characteristic deflections of the pavement obtained from BBD test is coming more than 2 at many locations, which indicates likelihood of weak underlying subgarde. Though riding quality of the pavement is generally good due to renewal/functional layer laid by the PWD in recent past, but there are cracks, ruts & patching on pavement at many locations. The



existing pavements in those stretches are recommended to be reconstructed with loosening and recompacting of the existing subgrade.

From trial pits @500 m interval dug along the road, it has been found that the average thickness of GSB is around 120 – 150 mm and average thickness of granular base course (WBM) layer is around 200 mm at most of the stretches. The total thickness of existing crust is around 400-500 at many stretches. In some stretches the thickness of existing crust is around 200-250 also. The thickness of base course layer is deficient at many locations considering the guidelines of IRC: 37-2012.

There are some stretches where the existing pavement is not in good condition due to rutting, cracks, potholes, ravelling etc. defects. In this type of stretches the existing bituminous course have been recommended to be scarified and GSB (150 mm) to be added over the existing WBM layer overlaid by DLC & PQC layers as per requirement of new Rigid pavement.

Hence considering the above facts and also keeping in view the construction aspects and life cycle cost, the improvement proposal as presented in Table 0.12, is recommended to be adopted for existing pavement for Nagina-Kashipur section of NH-74.

For Service/Slip road flexible pavement has been proposed.

Table- 0.12: Improvement Proposal for Existing Pavement(Nagina – Kashipur Section of NH-74)

Sl. No.

Design Chainage Crust Composition of Treatment of Im

pro

vem

ent

Pro

po

sal

(km) New/Widening

CarriagewayExisting Carriageway

From To

Su

bg

rad

e(m

m)

GS

B(m

m)

DL

C(m

m)

PQ

C(m

m)

Su

bg

rad

e(m

m)

GS

B(m

m)

DL

C(m

m)

PQ

C(m

m)

1 71+614 71+925 500 150 150 300 150 300 Scarification2 71+925 77+695 500 150 150 300 Nagina Bypass

3 77+695 78+754 500 150 150 300 150 150 300Scarification and

Strengthening4 78+754 79+704 500 150 150 300 150 300 Scarification

5 79+704 80+564 500 150 150 300 Realignment for

Geometric Improvement

6 80+564 81+464 500 150 150 300 150 300 Scarification7 81+464 81+634 500 150 150 300 500 150 150 300 Reconstruction8 81+634 81+704 500 150 150 300 150 300 Scarification9 81+704 81+784 500 150 150 300 500 150 150 300 Reconstruction

10 81+784 85+754 500 150 150 300 150 300 Scarification12 85+754 86+764 500 150 150 300 500 150 150 300 Reconstruction13 86+764 90+017 500 150 150 300 150 300 Scarification



Sl. No.

Design Chainage Crust Composition of Treatment of

Imp

rov

emen

t P

rop

osa

l

(km) New/Widening

CarriagewayExisting Carriageway

From To

Su

bg

rad

e(m

m)

GS

B(m

m)

DL

C(m

m)

PQ

C(m

m)

Su

bg

rad

e(m

m)

GS

B(m

m)

DL

C(m

m)

PQ

C(m

m)

16 90+017 94+444 500 150 150 300 Dhampur Bypass17 94+444 96+439 500 150 150 300 150 300 Scarification18 96+439 96+694 500 150 150 300 500 150 150 300 Reconstruction

19 96+694 97+679 500 150 150 300 300Realignment for


20 97+679 100+904 500 150 150 300 500 150 150 300 Reconstruction

22 100+904 103+049 500 150 150 300 500 150 150 300Reconstruction

and Raising by 1.0 m

23 103+049 103+854 500 150 150 300 500 150 150 300 Reconstruction

24 103+854 104+904 500 150 150 300 500 150 150 300Reconstruction

and Raising by 1.0 m

25 104+904 105+499 500 150 150 300 500 150 150 300 Reconstruction26 105+499 114+663 500 150 150 300 150 300 Scarification

28 114+663 117+061 500 150 150 300 Realignment at

Afzalgarh29 117+061 119+195 500 150 150 300 150 300 Scarification

30 119+195 123+205 500 150 150 300 Udhowala

Bypass31 123+205 124+804 500 150 150 300 150 300 Scarification


Strengthening

33 126+085 126+358 500 150 150 300 Realignment for



Strengthening35 126+449 126+904 500 150 150 300 150 300 Scarification

36 126+904 127+260 500 150 150 300 Realignment for


37 127+260 132+670 500 150 150 300 150 300 Scarification38 132+670 143+982 500 150 150 300 Jaspur Bypass39 143+982 145+604 500 150 150 300 150 300 Scarification

40 145+604 146+104 500 150 150 300 Realignment for


41 146+104 147+166 500 150 150 300 150 300 Scarification42 147+166 170+407 500 150 150 300 Kashipur Bypass

b) Design of Pavement for Reconstruction Stretch

For the reconstruction stretch, the composition of the pavement shall be the same as recommended for widening of existing carriageway at the corresponding locations.



c) Rigid Pavement

Rigid pavement is proposed for the entire stretch. For design, IRC: 58-2011, Guidelines for the Design of Plain Jointed Rigid Pavements for Highways, have been followed.

New rigid pavement compositions considered for cost estimation purpose are as follows:300 mm : PQC of Grade M-40150 mm : DLC of Grade M-10150 mm : Subbase500 mm : Subgrade

d) Flexible Pavement Design

Flexible pavement is proposed for the Slip/Service Road. For design, IRC: 37-2012, Guidelines for the Design of Flexible Pavements, have been followed.

New flexible pavement compositions considered for cost estimation purpose are as follows:

40 mm : BC60 mm : DBM250 mm : WMM200 mm : GSB500 mm : Subgrade

e) Earthen Shoulder

Earthen shoulders shall be constructed of selected soil.

Subgrade and minimum 200 mm of Sub base will be continued for the full width of formation for effective drainage consideration and the rest will be made up with selected earth.

0.13 Service Road/Slip Road

Service road has been proposed at built up area locations. Service/ Slip roads have been also proposed on bypasses and Realignment stretches for safety & control of access at location of Vehicular Underpass/Flyover and any other locations depending on site conditions as required. Details of proposed service road and slip road are presented in Table-0.15 & Table-0.16.

Table- 0.15: Details of Proposed Service Road on Project Road

Sl. No.

Design Chainage (km) Length (m) Width (m)

Location Remarks

From To LHS RHS

1 71+904 72+404 - 500 5.50Nagina Bypass2 76+121 76+190 69 69 5.50

3 76+190 76+737 - 547 5.50



Sl. No.


Location Remarks

From To LHS RHS

4 77+404 77+731 - 327 5.50

5 91+172 91+350 - 178 5.50

Dhampur Bypass

6 91+350 91+386 36 36 5.50

7 91+386 91+651 265 - 5.50

8 91+651 91+926 275 275 5.50

9 91+926 91+953 27 - 5.50

10 97+329 97+679 - 350 5.50 Sherkot

11 97+679 100+364 2685 2685 5.50 Sherkot

12 132+544 132+834 290 - 5.50Jaspur Bypass

13 147+954 148+244 - 290 5.50

Kashipur Bypass

14 151+604 151+824 220 - 5.50

15 155+804 156+189 385 385 5.50

16 161+254 161+309 - 55 5.50

17 167+514 168+354 - 840 5.50

Table- 0.16: Details of Proposed Slip Road on Project Road

Sl. No.


Location Remarks

From To LHS RHS

1 155+014 155+634 620 620 5.50Kashipur Bypass

0.14 Bridges & Structures

This report has considered the reconstruction and improvements necessary to rehabilitate and extend the life of existing bridges and CD structures.

Bridges

There are six (06) major bridge and fifteen (15) minor bridges on the existing alignment of project road.

On the recommended alignment Nagina - Kashipur section of the project road there are Six (06) Major bridges and nineteen (19) Minor bridges and following improvement proposal is given:

(i) Structures falling under existing NH-74 section are as follows,



Re-construction of 2 lane existing bridges into 4 lanes : Nil

Additional 2 lane New-construction parallel to existing bridges : 08 nos.

Widening of Existing Bridge : 01 nos.

(ii) Structures falling under new alignment/bypass are listed below.

Additional 4 lane New-construction on Bypass Section : 17 nos.

Culverts

There are 178 nos. of CD structures on the existing alignment Nagina-Kashipur section of project road.

Due to realignment / bypasses, the total no. of CD structures on the proposed alignment of the project road has increased to 185. Following improvement proposal as mentioned in Table-0.17 is proposed for widening, reconstruction and rehabilitation of the existing CD structures on the recommended alignment.

Table- 0.17: Improvement Proposal for Existing CD Structures

ProposedAction

Recons as Slab

Recons as Pipe

Cleaning / Repairing /

Widening of Exist + New add. 2 lane

4Lane new

Balanced

New on Bypass

Total Nos. of 4-lane

CulvertsExisting

Type (Nos.) (Nos.) (Nos.) (Nos.) (Nos.)

Slab 20 - 11 1 34 66

Pipe - 8 3 43 48 102

Arch 12 - - - - 12

Box 1 - - - 4 5

Arch/Pipe - - - - - 0

Total 33 08 14 44 86 185

Out of the above culvert list total no. of both 2-lane and 4-lane culverts are 185 (130 new culverts + 55 existing)

ROB

There are three (03) Level crossings and no ROB on the existing alignment of project road, However on the proposed alignment, two (02) ROBs are proposed.

Flyover

There is no flyover on the existing alignment of project road. No flyover is proposed on the proposed alignment.



Underpass

There is one (01) Underpass on the existing alignment of project road.

On the proposed alignment, additional 2-lane underpass is proposed at Sherkot due to widening of the existing 2-lane road to 4-lane configuration.

Vehicular Under Pass (VUP) & Cattle/Pedestrian under Pass (CUP/PUP)

There is no VUP or PUP on the existing alignment of project road.

On the proposed alignment, Ten (10) VUPs, Eleven (11) LVUPs and fourteen (14) CUPs/PUPs are proposed.

Foot Over Bridge (FOB)

There is no foot over bridge on the existing alignment of project road. On the proposed alignment, one (01) Foot over Bridge is proposed at Sherkot.

0.15 Socio-economic Profile

Large populace of the project area is dependent on agriculture and a small section deals in trade and commercial entrepreneurship. Instant 4 – laning of the road with paved shoulder will bring about positive social changes by way of reduced travel time, increased access to markets and basic social services, generating employment from road construction / maintenance work and from enhanced business opportunities, increasing educational opportunities and health care services leading to overall development of the region at large and the project area in particular.

Socio-economic profile of state of Uttarakhand & Uttar Pradesh and the relative status of the project influence area within the state has been reviewed. Traces has been given on population density, the work force, distribution of work force, the changes in sectoral distribution of workers, growth of enterprises, status of non-agricultural workers, distribution of important units, condition of cultivators, condition of household workers, condition of non-workers, condition of manufacturing industry and the related social problems, such as poverty eradication, Gender issue, etc., of the different region of Uttarakhand & Uttar Pradesh and other economic variables of the states and the PIA districts (Bijnor, Rampur & Udham Singh Nagar).

The profile discusses the past performance and the present scenario and also a broad assessment of the perspective growth of the economy and social development of state and PIA Districts (Bijnor, Rampur & Udham Singh Nagar), as basis for estimating the future growth in transport demand. The influence area of the project road, for the purpose of present study, is defined at the state level. Appropriate major economic characteristics are reviewed for the district as well. The output of socio-economic study 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.



Secondary data available from the different departments of the State Government have been collected and analyzed for preparation of socio-economic profile.

0.16 Environmental & Social Screening

Environmental Studies

The project road passes through mainly plain terrain with only a small stretch in hilly/rolling terrain and the proposed alignment does not pass through any ecologically sensitive area and no endangered or rare plant species are reported in the vicinity of the project RoW.

Based on the EIA study and surveys conducted for the Project, it can be safely concluded that associated potential adverse environmental impacts can be mitigated to an acceptable level by adequate implementation of the measures as stated in the EIA Report. Adequate provisions will be made in the Project to cover the environmental mitigation and monitoring requirements, and their associated costs as suggested in environmental budget. The proposed project will improve road efficiency and environmental sustainability.

Social Studies

As a part of the project development process, concerted effort has been made to minimize the adverse social impact by integrating the social concerns in design and planning of the up-gradation proposals. There will be direct impact on Project Affected Households. Project Affected Persons (PAPs) generated due to acquisition of land and property particularly in the semi-urban & urban settlements. The major settlements at Nagina, Dhampur, Afjalgarh,

Udhhowala, Jaspur and Kashipur, where there will be severe R&R and Land Acquisition problems are proposed to be bypassed to reduce the social impact.

The resettlement and rehabilitation action plan has been formulated based on the Government of India policy guidelines to compensate & rehabilitate the Project Affected Persons (PAPs).

Several new infrastructures will come up along the existing road, as is the trend for all 4-lane projects. With such development on this project road, there will be more employment and revenue generation.

0.17 Cost Estimate

The process of cost estimation involved the following steps:

Rate analysis and reviewing unit rates of various construction items. Estimation of quantities of cut and fill and other road components based on preliminary

design Estimation of quantities of bridges, structures and CD structures items. Estimation of cost due to utility relocation, environmental mitigation costs, and land

acquisition, resettlement and rehabilitation costs. Assessed Routine and Periodic Maintenance cost.



The preliminary cost estimates for strengthening and widening of the existing road to 4 lane carriageway with paved shoulders configuration to meet the desired objectives of the project have been worked out.

Cost of Civil Works for the recommended alignment have been presented below.

Length of Approved Alignment

(km)

Cost of Civil Works(Rs. Millions)

Total Cost Per km Cost

98.793 11994.78 121.41

The construction cost of the project is marginally on the higher side as a result of

a) Reconstruction/new construction of Bridges, ROBs, Underpasses & Flyovers b) Scarification & Strengthening, Raising & Reconstruction of existing road c) Realignment/Bypasses of around 52.313 km.

0.18 Construction Time Period

It is estimated that construction will take a period of 30 months to complete. The implementation of this project is planned for commencement in the beginning of 2016 and completion by mid of 2018.

0.19 Economic Analyses

The economic analysis for the project road has been carried out within the broad frame with the cost benefit technique. The results of economic analysis are given in Table-0.18 below:

Table – 0.18: Results of Economic Analysis

Project Road Section Case EIRR (%)

Nagina - Kashipur Base Case 13.10

The entire project road is found to be economically viable as the EIRRs is more than minimum 12% . Since the project road as a whole is economically viable, hence it could be taken up for implementation.


project summary nagina-kashipur nh74

Documents

section of project road

project objective

present project

lane road

detailed project reports

project summary revision

r1 project summary

final detailed project