Government of Uttar Pradesh

UTTAR PRADESH EXPRESSWAYS INDUSTRIAL DEVELOPMENT AUTHORITY
(UPEIDA)

Government of Uttar Pradesh

Development of Purvanchal Expressway
(PackageI)
From Chand Sarai (Dist. Lucknow) to Sansara (Dist. Barabanki)
(Km ()0+270 to Km 40+200
in the State of Uttar Pradesh on EPC Basis

MAIN REPORT

C‐13, 2nd Floor, Paryatan Bhawan
Vipin Khand, Gomti Nagar
Lucknow – 226010

The Purvanchal Expressway Project Project Report

EXECUTIVE SUMMARY
1. Project Rationale
Yamuna Expressway
Govt. of Uttar Pradesh (GoUP) has successfully developed 165 km Noida to Agra 6 Lane
Access Controlled Expressway (Yamuna Expressway). Rigid pavement has been constructed
for the entire length of the expressway. The project was developed on Public Private
Partnership (PPP) mode and is in operation since August 2012.

Agra – Lucknow Expressway
The work of linking the Yamuna Expressway with capital city of Lucknow through a green‐
field fully high‐speed access‐controlled road infrastructure namely “Agra to Lucknow
Access Controlled Expressway (Green Field) Project” has been completed and the Toll
operations started in January 2018.
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The entire length of the Agra‐Lucknow Expressway is of flexible pavement type and is
being developed on EPC mode with Government funding. The Agra‐Lucknow Expressway
network starting from Noida area to Lucknow city will provide seamless travel between
State Capital and National Capital.

The Purvanchal Expressway (The Project):
Now to transfer this benefit to Eastern region of the State, GoUP through UPEIDA is
developing this project, a new green‐field expressway project connecting Lucknow with
Haidariya (Dist. Ghazipur) via Azamgarh. This proposed Expressway project shall create
immense opportunities to the people of eastern region of the State and over all
development of the State by providing safer & faster connectivity of East to West borders
of the State and with National Capital. The regional setting of the proposed expressway
with other expressways in the State of Uttar Pradesh is presented below:

The Expressway will serve traffic of eastern part of UP and will connect western part of UP,
which are at present taking longer routes through existing NHs, SHs and MDRs. The
different Expressway alignments studied under this project aim to connect the common
nodal points in future. On implementation of the project, apart from faster connectivity, it
will provide economic and social benefits in the region.

The proposed expressway start chainage is Km (‐)0+270 at Village Chand Sarai (Dist.
Lucknow) from on National Highway NH‐56 (chainage Km 20/960 on NH56 Lucknow‐
Sultanpur Road; 1.7 Kms before Gosainganj) and traverses towards south east direction
and bypasses Azamgarh city before terminating at Haidariya (Dist. Ghazipur); end
chainage of the Purvanchal Expressway is Km 340+500.

Important places and districts along the project stretch are Lucknow, Barabanki, Amethi,
Faizabad, Sultanpur, Ambedkar Nagar, Azamgarh, Mau and Ghazipur.

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The Purvanchal Expressway is packaged into 8 Packages and the chainages of the Packages
is presented below:
Package Package Names From To Length
No. Chainage Chainage (Km)
I From Chand Sarai (Dist. Lucknow) to ‐0+270 40+200 40.470
Sansara (Dist. Barabanki)
II From Sansara (Dist. Barabanki) to 40+200 79+900 39.700
Jaraikala (Dist. Amethi)
III From Jaraikala (Dist. Amethi) to Sidhi 79+900 121+600 41.700
Ganeshpur (Dist. Sultanpur)
IV From Sidhi Ganeshpur (Dist. Sultanpur) 121+600 164+300 42.700
to Sansarpur (Dist. Sultanpur)
V From Sansarpur (Dist. Sultanpur) to 164+300 218+300 54.000
Gobindpur (Dist. Azamgarh)
VI From Gobindpur (Dist. Azamgarh) to 218+300 246+500 28.200
Mojrapur (Dist. Azamgarh)
VII From Mojrapur (Dist. Azamgarh) to 246+500 292+530 46.030
Bijaura (Dist. Ghazipur)
VIII From Bijaura (Dist. Ghazipur) to 292+530 340+500 47.970
Haidariya (Dist. Ghazipur)

The Consultants have undertaken requisite surveys & studies for the project which
includes costing to assess technical, environmental and social assessment studies, their
analysis etc. As a part of the study to establish the viability, this Project Report has been
prepared after carrying out engineering surveys and appropriate assessment of a
preliminary design considering the engineering conditions, the present traffic and its
growth, the environmental impact assessment as well as the social aspects along with cost
assessment. This report among other aspects covers the details on finalization of
alignment, grade separator interchanges and structures along the proposed Expressway,
marking on the Khasra maps of ROW and marking of alignment on revenue maps,
identification of Tourist spots, eco‐friendly structures, water bodies etc. along the
expressway.

2. Structure of the Project Report
The Project Report shall contain the following Chapters:

9 Executive Summary
9 Chapter 1: Description of Package‐I of the Expressway
9 Chapter 2: Methodology and Design Standards
9 Chapter 3: Project Proposals
9 Chapter 4: Traffic, Toll & Financial Studies
9 Chapter 5: Cost Estimates
9 Chapter 6: Economic Studies
9 Chapter 7: Environmental Screening & Preliminary Assessment
9 Chapter 8: Social Screening & Preliminary Assessment
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3. PackageI of the Purvanchal Expressway
The stretch of green‐field alignment from Chand Sarai (Km (–)0+270) (Dist. Lucknow) to
Sansara (Km 40+200) (Dist. Barabanki) has been classified as Package‐I of the Purvanchal
Expressway. This Main Report here pertains to the Package‐I of the Purvanchal
Expressway.

4. Key Traffic Study Findings
Various traffic surveys and analysis have been carried out for addressing the objectives of
the project stretch. The surveys conducted for whole stretch of expressway include 7 days
traffic volume count at 8 locations, 3 days traffic volume count at 4 locations, and 1 day
origin – destination and commodity movement survey at 8 locations etc. The study aims at
obtaining the existing traffic and travel characteristics on the project corridor and
forecasting for project horizon year considering various constituent streams and for
various scenarios. The results of analysis will form inputs for designing the pavement,
decisions regarding grade separators, pedestrian facilities, and wayside amenities along
with design of intersections along the project road.

Type Of Location Name/Land
Name of Road Chainage
Survey Mark
NH‐2 KM 482 Rooma Village
NH‐28 KM 39 Lakshvar Village
7 Days NH‐56 KM 81+800 Mahanpur Village
Classified NH‐56 KM 211(NH‐731) Sekhapur Village
Volume NH‐28 KM 143 Lolpur Village
Count NH‐29 KM 84 Ghusurupur Village
NH‐233 KM 130+100 Hasanpur Village
SH‐13(BIHAR) KM 13 Chausa Village
NH‐28 KM 39 Lakshvar Village
NH‐56 KM 81+800 Mahanpur Village
Origin
NH‐56 KM 211 (NH‐731) Sekhapur Village
Destinatio
NH‐28 KM 143 Lolpur Village
n Survey
NH‐29 KM 84 Ghusurupur Village
NH‐233 KM 130+100 Hasanpur Village
SH‐13 (BIHAR) KM 13 Chausa Village
Axle Load NH‐28 KM 39 Lakshvar Village
NH‐28 KM 143 Lolpur Village
3 Days SH‐36/ NH‐24B KM 39 Lalpur Village
Classified NH‐29 Koperganj Village Koperganj Village
Volume NH‐56 KM 110 Kasthuni Purab Village
Count SH‐9A/ NH‐232 KM 33+200 Baharpur Village
NH‐56 KM 142+500 Kamrauli Village
One Day
SH‐9 / NH‐96 Paroma Village Paroma Village
Classified
SH‐67 Kusadhana Or Kusarna Village Kusadhana Village
Volume
NH‐19 Bhawarkol Village Bhawarkol Village
Count
SH‐34 Haldarpur Village Haldarpur Village

The expressway is a new alignment so the survey locations have been selected at the
connecting highway to the project road. The project road is connecting to NH‐56, SH‐13,
SH‐15, SH‐9A/NH‐232, SH‐5, NH‐233, NH‐29 and NH‐19. Based on the traffic study, the
potentially divertible traffic from the neighboring highways has been worked out on the
project road.
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The average daily traffic (ADT) has been converted to average annual daily traffic (AADT)
using seasonal correction factor. The AADT is the input for various analyses like traffic
forecast, capacity augmentation, pavement design, etc. The summary of AADT is given in
Table E.1 in base year 2015‐16.

Table E.1: Summary of AADT (20152016)
Section AADT AADT
(Nos.) (PCUs)
Km (‐)0+270 to Km 40+200 7674 16063

Traffic Forecast
Traffic demand plays the most important factor in deciding the type of facility
(infrastructure) to be provided. This in turn determines likely benefits and costs to develop
the same. A highway project of this nature calls for significant investment. Prediction of
traffic demand becomes an important task and has to be carried out accurately. For the
design of pavement and to plan for the future maintenance program, it is necessary to have
realistic estimate of the size of traffic in the design period of 30 years.

Traffic forecasting is made by determining the past trend of traffic flow along the corridor
and by use of economic models developed to co‐relate past vehicle registration data and
economic indices such as per capital income (PCI), net state domestic product (NSDP) and
gross domestic product (GDP). By using the elasticity values obtained from the economic
models and the likely rate of growth of indicators, the mode wise growth rates are
obtained. By applying this growth rates, future traffic volume is estimated.

The project road facilities have been designed for level of service ‘B’ for a period of 30
years. For more details please refer to the Chapter 4 (Traffic Survey and Analysis).

5. Key Engineering Survey Findings
The detailed reconnaissance survey has been carried out to identify and plan various
surveys and investigations. Topographic survey has been carried out using differential
global positioning system (DGPS), total station and digital level as per standards
prescribed.

The material investigations have been carried out and various quarries / borrow areas
have been identified and tested. The soaked CBR values of borrow areas vary from 5.89%
to 11.9%. For pavement design purposes we have adopted 6% as design CBR (effective). A
detailed Geo‐Technical investigation works have been carried out to know about the
subsurface features and soil profiles and relevant soil and rock properties in order to
design the founding structures for the proposed structures along the expressway.

Pavement design has been carried out based on design life, projected traffic, VDF, MSA and
CBR values.

6. Design Proposals
Preliminary design
• Geometric design: The horizontal and vertical design has been carried out for the
project as per the Guidelines for Expressway published by Ministry of Road Transport
and Highways (MoRT&H)
• Alignment proposal: Field investigations and reconnaissance survey along the
approved alignment as given in the Inception report was carried out. The proposed
alignment has been arrived by the Consultants in consultation with UPEIDA.
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• Typical Cross Section: Based on the traffic considerations, geometric standards and
existing site conditions, typical cross sectional elements are framed for project
expressway.

Service Roads
For first 5 Kilometers of the Project from the start, a provision of 2 Lane service Roads on
both sides of expressway has been made. Single Lane service roads of 3.75 m width on one
side in staggered manner have been proposed throughout the length of the proposed
expressway. The service roads have been discontinued at ROBs and major bridge locations.

The service roads have been proposed 7 m wide in a length of 200 m in both sides of
approaches of the minor bridges. At the Interchange locations, from the Interchange to the
nearest Underpass; service road has been proposed 7 m wide.

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

New Flexible Pavement Design
The pavement design basically aims at determining the total thickness of the pavement
structure as well as thickness of individual structural components. The following
assumptions are considered for the preliminary pavement design. The basic assumptions
considered while designing are as follows:
• Design life of 20 (after construction period) years has been considered for flexible
pavement design.
• Sub grade Effective CBR (for design) has been taken as 6%.
• Design life for Cement Concrete pavement has been assumed as 30 years.

The pavement has been designed for stage construction. The design life of 20 years for
granular sub base and base layers and 15 years for bituminous layers with design CBR
(effective) of 6% has been adopted. Accordingly the corresponding proposed crust
composition and design MSA is mentioned in Table E.2.
Service roads have been designed for 5 MSA with design CBR of 6%. The crust composition
of service roads is given in Table E.3.

Table E.2: Proposed Crust Composition for New Construction
Design Design Design MSA Design New Crust Composition (mm)
Section Bituminous
Life MSA CBR BC DBM WMM GSB Total
(Km)
(Years) Granular (%) Thickness
(‐)0+270
to 20/15 117 80 6 50 170 105 200 525
40+200

Table E.3: Proposed Crust Composition for Service Roads
Design Design New Crust Composition (mm)
MSA CBR (%) SDBC DBM WMM GSB Total Thickness
5 6 25 75 100 200 400

Rigid Pavement Design
Rigid Pavement has been proposed at the toll plaza location (i.e. at Km 9+000). 30 years
design life and 8% design CBR has been assumed for finding out the pavement composition
at toll plaza location. The proposed composition of rigid pavement is given in Table E.4.

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Table E.4: Proposed Crust Composition for Rigid Pavement
Proposed Rigid Pavement Composition
GSB (mm) DLC (mm) PQC (mm) Total Thickness (mm)
150 150 280 580

Toll Plaza
One toll plaza has been proposed at Km 9+000 for the project stretch (Package‐I), with
additional right‐of‐way, service lanes, toll booths, lighting, weigh‐in‐motion, Weigh Bridge,
automatic, semi automatic and manual toll booths, separate lanes for wide bodied vehicles
etc.

Proposal for Structures
There are no major bridge, 21 minor bridges, 2 ROBs, 5 VUPs, 4 Flyovers/ Interchanges,
18 LVUs, 5 PUPs and 60 box culverts on main carriageway; and 21 minor bridges, 78 box
culverts on service roads & 6 box culverts on slip roads of Interchange proposed along the
project stretch.

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

The UPEIDA has certain organizational and institutional capacity for satisfactory
implementation of the EMP.

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

9. Cost Estimation
This being a Project Report, cost estimate is carried out based on preliminary design.
Estimation of preliminary cost has been carried out for construction of new bridges, cross
drainage structures, longitudinal drains, junction improvements, road furniture, bus bays,
way side amenities, toll plaza, etc. and the same is presented in Table E.5.
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Table E.5: Project Cost

Sr. No. Particulars Amount
1 Bill No. 1: Site clearance and Dismantling 2.86
2 Bill No. 2 : Earth Work 296.43
3 Bill No. 3 : Grannular Sub Base Courses and Base Courses ( Non- 212.18
Bituminous )
4 Bill No. 4 : Bituminous Courses 250.27
5 Bill No. 5 : Box Culverts 91.56
6A Bill No. 6A : Minor Bridges 262.58
6B Bil No. 6B : Major Bridges 0.00
6C Bill No. 6C : VUP/LVU/PUP 80.15
6D Bill No. 6D : ROB 68.28
6E Bill No. 6E : Flyover and NH & SH Crossing 91.99
6F Bill No. 6F : Interchange and Junctions 41.10
6G Bill No. 6G : Retaining Wall 24.57
7 Bill No. 7 : Drainage & Protective Works 91.29
8 Bill No. 8 : Traffic signs, Road markings and other road appurtenances 71.50
(1/3 rd Cost of Anti Glare Screen approved by EFC )
9 Bill No. 9: Toll Plaza 49.12
10 Bill No. 10: Approach to Wayside Amenities, Toilet block & Median 9.59
Opening
11 Bill No. 11 : Environmental Cost (Civil Works) 11.04
12 Bill No. 12 : Miscellaneous Works 20.71
13 Bill No. 13 : Additional Service Cost & Median Opening 0.00
15 Bill No. 15 : Airstrip
Civil Cost 1675.22
Project cost including Labour cess 1691.97

The above project cost is exclusive of Goods and Services Tax

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Chapter1
DESCRIPTION OF PACKAGEI OF PURVANCHAL EXPRESSWAY
1 Introduction
This Main Report here pertains to the Package‐I of the Purvanchal Expressway.
1.1 PackageI from Chand Sarai (Dist. Lucknow) to Sansara (Dist. Barabanki) (Km (
)0+270 to Km 40+200)
The stretch of green‐field alignment from Chand Sarai (Dist. Lucknow) to Sansara (Dist.
Barabanki) (Km (‐)0+270 to Km 40+200) has been classified as Package‐I of the
Purvanchal Expressway.
1.1.1 Terrain and Land Use
The terrain of this stretch can be termed as plain and flat throughout.
1.1.2 Alignment
The proposed alignment of the Expressway is a Greenfield alignment.
1.1.3 Major Intersections
Proposed alignment intersects with 4 major roads along the project stretch
(packageI) across the following locations:
• NH‐56 Start Point ‐ Trumpet
• NH 56 B at Km 3+245 ‐ Flyover
• NH 56 at Km 30+700 ‐ Flyover
• SH‐13 at Km 36+860 – Diamond Interchange – Slip roads with Toll booths.
1.1.4 Right of Way (ROW)
The ROW has been taken as 120m for the proposed expressway except at interchange
locations, way side amenities, toilet block locations and at locations for training the course
of nalah/drain, where the ROW varies.
1.1.5 Bridges and Cross Drainage Structures
There are no major bridge, 21 minor bridges, 2 ROBs, 5 VUPs, 4 Flyovers/ Interchanges,
18 LVUs, 5 PUPs and 60 box culverts on main carriageway; and 21 minor bridges, 78 box
culverts on service road & 6 box culverts on slip roads of Interchange proposed along the
project stretch. The detailed list of structures is given in Chapter 4 of this report.
1.1.6 Utilities
As the proposed expressway alignment traverses through agricultural land, hence chances
of having underground utilities are very less and most of the stretch is remote. There are a
few existing electrical and telephone poles, Transformer, HT Pylons and hand pumps along
the green field section which would require relocation. Details of the different identified
utilities along the alignment are given in Table 1.2.

Table 1.2: Summary of the Utilities along the Alignment.
Type of Utility LHS RHS Total Numbers
Electric Pole 47 63 110
Transformer Nil Nil Nil
Telephone Pole Nil Nil Nil
HT Tower 2 2 4
Hand Pump 4 8 12
1.2 Existing Project Facilities
Proposed Expressway alignment is a Green field alignment with majority length passing
through agricultural/rural land; hence there are no existing facilities at present.
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Chapter2
METHODOLOGY & DESIGN STANDARDS
2 General

All the services are carried out strictly as per ToR. The Guidelines for Expressway
published by Ministry of Road Trans‐port and Highways (MoRT&H) have been followed for
preparing this Project Report. Specific Codes and Guidelines of the IRC and publications of
the MoRT&H including circulars & general/special publications, technical Specifications &
Standards have also been considered. All the field activities have been completed as
discussed in detail with Authority.

For Topographic survey latest electronic instruments like Differential Global Positioning
System (DGPS), RTK GPS and Total Station were used. Data was collected as per formats
and procedures approved by the MoRT&H and analyzed using in‐house developed
software. MX Roads software for the highway designs and STADD‐proV8i for the structure
designs are used. For the pavement designs standard software/programs developed in‐
house have been used.

In depth consultation process with UPEIDA was held on a regular basis to enhance the
progress of the work. As time and quality are the essence of the project, before any analysis
and designs, all the parameters to be used were got approved by the Client during
preparation of draft reports so there is minimum changes later on, i.e. minimum time
requirement in the finalization of final reports without compromising quality.

The idea is to seek prior approval from client through meeting/discussion on Inception,
alignment finalization, bid evaluation, pre‐bid conference etc. Similarly various traffic
scenarios will be developed and presented to client for discussion and approval.
2.1 Design Basis
The broad methodology has been developed keeping standard practices / IRC guidelines,
with certain additions and modifications as felt necessary and as discussed with Uttar
Pradesh Expressway and Industrial Development Authority (UPEIDA) during various re‐
view meetings.
2.2 Review of Earlier Reports

The Consultants have collected and reviewed the relative study reports to have a better
understanding of the project & also for getting some inputs as a part of the services. The
study reports thus considered for review are:
1. Concept Report for Development of Agra–Lucknow Access Controlled Express‐way
(Green Field) Project.
2. Road development plan in the region by UPEIDA.
3. Master Plan reports within Project Influence Area especially for Agra and Lucknow
districts.

Any useful details relevant for the project available with the Client/ Other agencies have
been collected. Other details are also collected and collated to form recommendations by
considering the following inputs:
• Material details
• Soil Test results
• Geo‐technical investigation reports
• Topographic survey details / Bench mark details and other survey information
• Utility Services/Utility Relocation Plans
• Traffic Studies
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• Tree plantation records
• Hydrological and Hydraulic details
• Development Plans for major towns and areas along the project road
• Availability of construction materials and unit rates for work items
• Recent acquisition rates for different types of land/immovable properties
• Right of Way Details from Revenue maps
2.3 SocioEconomic Profile

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

Census Publications – Districts and State
• Hand Books of Statistics of Districts in the area of influence
• Economic Surveys of the State constituting the zone of influence
• The Bureau of Economics & Statistics of Uttar Pradesh
2.4 Traffic Survey, Analysis and Projections
Traffic surveys include (only those surveys would be carried out which are required for
correctly forecasting the traffic along the proposed road):
• Classified Traffic Volume Counts
• Origin – Destination and commodity Movement Surveys
Standard procedures given in IRC Codes have been followed for carrying out Traffic
Surveys. The data arrived from the Surveys has been analyzed to determine ADT of
surrounding roads of the proposed project road and travel characteristics.

Growth of traffic in project road influence area and also on the project road is regarded as
the most important aspect since the whole project design is based on this. To establish the
realistic growth rates, road transport data, population growth rates and socio‐economic
parameters have been studied and analyzed. The growth rates for passenger vehicles have
been worked out on the basis of annual growth rate of population and per capita income
while the growth rates of freight vehicles have been based on the rate of growth in
agricultural, industrial and tourism sectors and historical traffic data. These growth rates
have been used to arrive at the traffic projections for the design period. After the
development of project corridor to six lane standard configuration, greater amount of
traffic is expected to be diverted from the peripheral road network. Appropriate traffic
diversion models have been used for assessment of diverted traffic to this road. Details on
traffic data & projections have been discussed in Chapter 5 of this Report.
2.5 Engineering Surveys and Investigations
2.5.1 Reconnaissance Survey of the Project Road

Reconnaissance survey has been carried out immediately before the kick off meeting to
examine the general characteristics of the Project Corridor. Consultants have undertaken a
site visit along with the experts in the field of Highway, Pavement and Bridge Engineering.
This has helped in the detailed appreciation of the project corridor in terms of traffic and
other engineering measures and judicious assessment of the following salient factors have
generally been made:

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• Topography of the area
• Terrain and soil conditions
• Climate and Rainfall
• Drainage Characteristics
• Traffic patterns and preliminary identification of traffic homogeneous sections of road.
• Railway lines and other critical utilities/services having impact on road alignment
• Land use (agricultural, build‐up, forest land, etc.,)
• Environmental factors
• Availability of materials
• Any other useful information

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

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

Secondary control stations are established at 2 km intervals using Total Station and
through closed traverse distributed linearly running between two nearest Primary Control
Stations ensuring accuracy in the order of 12√K in mm, where ‘K’ is the distance in
kilometers between two primary control stations. Any errors within permissible limits are
distributed in rational manner to establish the accurate and effective horizontal control
grid. These are established on reference pillars having configuration similar to primary
control station with an arrow painted on the surface of existing road indicating their
location.
2.5.2.1 Pillar Construction
Benchmark pillars at every 1000m along the route within the ROW have been constructed.
All these pillars will have to be furnished with X, Y, Z co‐ordinates. The pillars are of size
150 x 150 x 600mm long. The pillar is concreted and embedded in a manner that 150mm is
UPEIDA 12


remain above ground. A steel rod has been fixed in the centre for punching the point and
finally these are to be painted yellow.
2.5.2.2 Total Station Traverse
A closed traverse is run for a loop length of 5 km. While traversing, station is established
200 to 250mts apart. The pillars constructed along the route are connected. These points
are further used for detailed survey. The minimum accuracy of this survey is 1:10,000.
2.5.2.3 Bench mark
These are located, as far as possible, along the proposed right of way (ROW) boundaries at
an interval of 250 m with BM No. marked on it with red paint.
• Bench Mark pillar is of size 15 cm x 15 cm x 45 cm cast in RCC M15 with a nail fixed in
the centre of the top surface and embedded in concrete M10 (5cm all around) up to a
depth of 30 cm. The balance 15 cm above the ground is painted yellow.
• An arrow indicating the location of the BM is painted on the road with the permanent
yellow paint and recorded in separate field books with its three dimensional location.

The Bench Mark is established using high accuracy Digital Level and Bar coded staff by way
of double run leveling in small circuits of 3 km length ensuring an accuracy in the order of
12√k mm, where ‘K’ is the distance in Kilometers between two Bench Marks avail‐able in
the project area, and error, if any, within permissible limits is distributed in rational manner
to establish the accurate and effective vertical control grid.
The topographic survey has been extending up to the proposed Right of Way (ROW).
Wherever necessary, the survey corridor width is further increased to accommodate
situations arising out of encroachments and any other contingencies. The survey areas at
the locations of intersections cover up to a minimum of 500m on the either side of the
centre‐line and have sufficient width to accommodate improvement measures. Necessary
surveys are also carried out for determining the requirements of service roads for local
traffic, where appropriate.
2.5.2.4 Detailed Survey
Using the horizontal and vertical control points established accurate data in the digital for‐
mat in terms of Northing (Y). Easting (X) and Elevation (Z) co‐ordinates for all breaks in
terrain such as ridges and ditches are collected perpendicular to the centre line at 50m
intervals in tangent sections and 20‐25m in curve sections using Total Stations. Cross
sections are taken for the specified corridor width of 110m; however this corridor width is
increased to 150m on the inside of sharp curves to account for minor adjustments.

All natural and man‐made features such as buildings, irrigation channels, drainage
structures, temples, mosques, trees and utility installations etc. are captured during the
survey. Spot level on the existing carriageway are captured at five points namely at
centerline, mid points of both lanes of traffic movement and pavement edges at both ends
to calculate the profile corrective courses more realistically. Trees with girth wise are
captured with areas of plantation. Wherever there are groups of trees/plantations, they
are picked with the areas of plantation. Boundaries of Agricultural Land area have been
surveyed to demarcate the cultivation land limit.

Where existing major roads cross the alignment, the survey has been extended to a maxi‐
mum of 500m on either side of the road centerline to allow improvements including grade
separated intersections to be designed. Apart from this, the survey has covered a maxi‐
mum of 1000m and 500m on either side of centerline in cases of major and minor bridges
respectively.
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2.5.2.5 Data Processing
The field survey data are processed in the office to provide a digital output file for the de‐
sign engineers. The data is structured so that the existing vertical profile along the pro‐
posed alignment can be produced automatically. The format of the resulting data readily
promotes the calculations of earthworks and other quantities required for the evaluation
of cost estimates.

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

The Information on material sources has been carried out with the following basic
objectives:

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

During the process of investigation, due consideration has been given to the locally
available materials for reducing the cost of construction.

The samples have been collected as described below:
• From quarry sites for aggregate characteristics like, aggregate impact value, gradation,
soundness, flakiness index and elongation, stripping value and water absorption etc.
• From random pits (farmland) along the proposed alignment for availability of suitable
embankment and sub grade material, and identification of the borrow areas and tested
in line with relevant IRC code.
2.5.2.7 Geotechnical Investigations
Sufficient information about the arrangement & behavior of the underlying materials and
their physical properties for adopting and designing the structural foundation is essential.
Soil exploration through field investigation and laboratory testing of the substrata are
helpful in arriving at required parameters for designing of safe and economical
UPEIDA 14


foundations. The data obtained from these investigations has been analyzed for safe design
of the foundation. In the geotechnical report’s recommendations has been made for type of
foundations and its safe bearing capacity/load carrying capacity required for the structure
design.
2.5.2.8 Hydrological Investigations
Hydrological investigations have been carried out for the entire project. It has been
ensured that majority of the cross drainage structures are hierologically adequate to carry
the discharge of the river / streams.
2.6 Traffic Design
2.6.1 General
The capacity standards for expressway have been adopted as per the “Guidelines for
Expressways”. Capacity analysis is fundamental to the planning, design and operation of
roads and provides, among other things, the basis for determining the carriageway width
to be provided at any point in a road network with respect to the volume and composition
of traffic. Moreover it is a valuable tool for evaluation of the investments needed for future
road constructions and improvements.
2.6.1.1 Equivalency Factors
The need of expressing capacity in passenger car units has triggered off many studies for
establishing appropriate passenger car equivalency (PCE) values for different types of
vehicles. Notable among the studies carried out in India are the road user cost studies
(RUCS) by CRRI and the MoRT&H. It has been recognized that the PCE values vary under
different traffic, roadway conditions and composition for any given type of vehicle.

Equivalency Factor is a factor to convert the mixed flow of traffic in to single unit to
express the capacity of road. The unit generally employed is the passenger car unit (PCU).
The equivalency factors for conversion of different types of vehicles in to equivalent
passenger car units based on their relative interference value are given in Table 2.1 (as per
IRC: 64 – 1990).

Table 2.1: PCU Factor for Various types of Vehicles on Rural Roads
S. No. Vehicle Type Equivalency Factors
Fast moving vehicles
1 Motor cycle or scooter 0.50
2 Passenger car, pick up van or auto‐rickshaw 1.00
3 Agricultural tractor, light commercial vehicle 1.50
4 Truck or bus 3.00
5 Truck – trailer, agricultural tractor – trailer 4.50
Slow moving vehicles
1 Cycle 0.50
2 Cycle rickshaw 2.00
3 Hand cart 3.00
4 Horse drawn vehicle 4.00
5 Bullock cart 8.00
2.6.2 Capacity Analysis for 6Lane Expressway
As per the Guidelines for Expressways Volume‐I: Planning, the capacity of an expressway is
sensitive to the traffic flow characteristics on divided highways.
2.6.2.1 Free Flow Speed
An important element of the speed – flow curves of the project roads is the free flow speed.
It is the speed at which driver feel comfortable travelling under the physical,
UPEIDA 15


environmental and traffic control conditions on a non‐congested section of a multi lane
highway, ‐ HCM (2000). All recent studies suggest that speed on project road is insensitive
to flow over a broad range of flows. Thus free‐flow speed can be established on an existing
facility by measuring in the field, the average speed of vehicles when flow rates do not
exceed 1300 passenger car per hour per lane (PCPHPL) (HCM 1994). In the absence of
traffic flow speed data on highway in India, the free flow speed is required to be assumed.
2.6.2.2 Factors affecting the Free Flow Speed (FFS):

The FFS of an expressway depends on the traffic and roadway conditions described below:
• Lane width
• Lateral Clearance
• Number of Lanes
• Interchange Density
• Geometric design

The basic equation used to calculate the FFS is as given below:
FFS = BFFSfLWfLCfNfID Eq(1)
Where,
BFFS=base free flow speed, kmph
fLW = adjustment factor for lane width
fLC = adjustment factor for right shoulder lateral clearance
fN = adjustment factor for number of lanes
fID = adjustment factor for interchange density

Base Free Flow Speed BFFS is set at 120 kmph for rural facilities.

Adjustment factor for Lane width (fLW) is given in Table 2.2.

Table 2.2: Adjustment Factor for Lane Width
Lane Width (m) Reduction in FFS (kmph)
3.6 0.0
3.5 1.0
3.4 2.1
3.3 3.1
3.2 5.6
3.1 8.1
3.0 10.6

For the project road, the lane width considered is 3.75, hence, the reduction in FFS =0.0

Adjustment factor for left shoulder clearance (fLC) is given in Table 2.3.

Table 2.3: Adjustment Factors for Left Shoulder Clearance.
Left Shoulder Reduction in FFS (Kmph; fLC)
width(m) Number of Lanes in One Direction
2 3 4 >=5
>=1.8 0.0 0.0 0.0 0.0
1.5 1.0 0.6 0.3 0.2
1.2 2.0 1.3 0.6 0.3

For the project road, the left shoulder width is greater than 1.8, hence adjustment factor is
0.0.

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Adjustment factor for Number of Lanes (fN):
For rural facilities fN is set as 0.
Adjustment factor for Interchange density (fID)
Since the minimum interchange spacing more than 4 kms, the adjustment factor for
interchange density is set as 0.

The using Equation (1) we get
FFS=120‐0‐0‐0‐0
FFS = 120kmph

Calculation of Base Capacity (Base Cap)
The base capacity (pcphpl) of an expressway facility is given by
Base Capacity = 1700+10FFS; for FFS<=112 Eq(2)
Base Capacity = 2400; for FFS>112 Eq(3)

Since, the FFS is (120kmph)>112kmph, base capacity =2400pcphpl

Determination of Peak Capacity (Peak Cap)
The peak capacity is given by,
Peak Cap = Base Cap*PHF*N*fHV*fP

Where,
Peak Capacity = Peak capacity, vehicles per hour ( all lanes, one direction)
PHF = Peak Hour Factor; 0 .88 so as to maintain LOS B always on Expressway
N = Number of lanes in one direction (3 for 6‐lane); 3 for one direction flow on Expressway
fHV = Adjustment factor for heavy vehicles; 0.8253 for expressway as calculated below
fP = Adjustment factor for driver population; 0.975 for rural expressways

Assign a final PHF is given in Table 2.4.:

Table 2.4: Peak Hour Factor

Area Type V/C Ratio PHF
Rural <0.7744 0.88
0.7744<=v/c<=0.9025 Equation(4.04)
>0.9025 0.95
Urban <0.8100 0.90
0.8100<=v/c<=0.9025 Equation(4.04)
>0.9025 0.95

For the project road the PHF of 0.88 has been considered.
Adjustment factor for Heavy Vehicles (fHV)
The adjustment factor for heavy vehicles is based on calculating passenger car equivalents
for trucks and buses.

fHV = 1/(1+PT(ET‐1))

Where,
PT= Proportion of trucks and buses in the traffic stream; 42% as per traffic projections
ET=Passenger car Equivalents; 1.5 for rural expressways in level terrain.

The fHV factor for the expressway using the above equation is 0.8253

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Adjustment factor for Driver Population (fP)
On rural expressways, the factor is set to 0.975 but has been considered as 1.0 for the
project road.

Thus, the peak capacity for the 6‐lane expressway

Peak Capacity = 2400*0.88*3*0.8253*.975

= 5089 pcphpl (for 3lane in one direction)

= 5089*2/0.08 = 127225 PCUs per day (for 6lane carriageway with
depressed median)

The peak capacity of the Purvanchal Expressway shall be 127225 PCUs per day
2.6.3 Recommended Design Service Volume for Six Lane Expressway
Assuming a V/C ratio of 0.77 lesser than 0.7744 corresponding to PHF of 0.88 to maintain a
Level of Service B, the Design Service Volume for 6‐Lane Expressway with depressed
median shall be 98000 PCU per day for peak hour flow of 8%

= 127225 * 0.77 = 97963, say 98000 PCUs per day
2.7 Engineering Design
2.7.1 Geometric Design of the Alignment
The Preliminary Design has been carried out on the selected alignment so as to have
optimum Construction, Operation & maintenance cost and Vehicle Operation Cost;
minimum Social Impacts and Social Costs and Environmental Impacts and Environmental
Mitigation Costs.

The preferred alignment would definitely have minimum Rehabilitation and Resettlement
i.e. it would utilize to the maximum possible barren / agriculture / government land to
minimize Land Acquisition in villages / habited areas. A thorough consultation with
stakeholders including industries, relevant government agencies, NGOs, project affected
persons (including farmers & people having property) and other consultants working in
the region will be made.

Geometric Design Control
The detailed design for geometric elements covers, but is not limited to the following major
aspects:
• Horizontal alignment
• Longitudinal profile
• Cross‐sectional elements
• Junctions, intersections and Interchanges
• Service road along the alignment

Different options for providing grade separated interchanges were examined and the
geometric design of interchanges has taken into account the site conditions, turning
movement characteristics, level of service, overall economy and operational safety.

Indicative Design Standards
The indicative design standards for geometric design of road are illustrated in Table 2.5 for
main carriageway, geometric standards for Interchange elements and Length of speed
change lanes. Ruling design speed is adopted for designing the Project Highway in
conformity with the provisions of the Guidelines for Expressway Manual.
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Table 2.5: Indicative Design Standards
S. No. Description Details for Project road
1 Design Speed 120 Kmph
2 Lane width 3.75 m
3 Raised Median (including shyness) 5.50m
4 Median side paved strip (Shy distance) 0.75 m
5 3‐Lane carriageway 11.25m
6 Paved Shoulder 3.00m
7 Earthen Shoulder 2.00m
8 C/W & PS 2.50%
Camber/Cross‐fall Earthen shoulder 3.00%
9 Width of Service Road 3.75 m/7.00m
10 Utility Corridor 2.00m
11 Maximum super‐elevation For below 1000m 7.00%
radius
For above 1000m 5.00%
radius
12 Minimum Stopping Sight Distance (SSD) 250 m
13 Minimum Intermediate Sight Distance (ISD) 360 m
14 Minimum radius of horizontal curve 670 m
15 Minimum radius curve without transition 4000 m
16 Minimum vertical Gradient 0.375 %
17 Min. vertical gradient for Unlined 1%
Drain Lined 0.375%
18 Absolute maximum vertical gradient 3%
19 Maximum grade change not requiring vertical 0.50%
curve
20 Minimum length of vertical curve 100m
21 Minimum Height of Embankment Bottom of Sub‐grade is at
least 1.5 m above the High
Flood Level/Water
Table/Pond Level.
22 Vertical clearance for PUP 3.0 m
Vertical clearance for LVU 3.5/4.3 m
Vertical clearance for VUP 5.5 m
Vertical clearance for ROB 6.83 m
24 K‐Value for Sag‐curve 50‐73
K‐Value for Hog‐curve 102‐202

Design Speed
Design speed is the basic parameter, which determines the geometric features of the road.
The proposed design speeds for different terrain categories are as per “Guidelines for
Expressway”.

In general, the ruling design speed is adopted for geometric design of the highway. Only in
exceptional circumstances, minimum design speed may be adopted where site conditions
are extremely restrictive and adequate land width is not available.
2.7.2 Cross Sectional Elements

Right of Way (ROW)
As per Guidelines for Expressway the minimum right of way (ROW) for up to 6 lanes
expressways is 90m for plain and rolling terrain. The minimum ROW of 120 m has been
UPEIDA 19


adopted for the proposed expressway in rural section (open areas i.e. green field section).
The ROW at toll plaza locations, ROBs and flyovers/interchange sections may vary
depending on their respective layout and requirement. A 2m wide utility corridor outside
the boundary fencing has been taken into account within the proposed ROW width.

Table 2.6: Right of Way in Plain/Rolling Terrain
Section Right Of Way Width* (ROW)
Rural Section 90 m – 120 m
Rural Section passing through semi‐urban areas 120 m#
* The ROW width includes 2 m wide strip on either side reserved for placement of utilities outside
fencing.
# In case an elevated expressway on viaduct is proposed, the width of ROW may be reduced as per
site conditions and availability of land

Lane Width
As per Guidelines for Expressway the width of a lane in Plain and Rolling terrains has been
taken as 3.75 m. The kerb shyness of 0.75 m shyness on median side has been provided.

Median width of Carriageway
The median shall be raised of 5.5m including shyness. The width of median is the distance
between inside edges of carriageways.

The raised median shall have suitably designed drainage system so that water does not
stagnate in the median.

An edge strip of 0.75 m width of depressed median adjacent to carriageway in either
direction shall be paved with same specifications as of the adjoining carriageway.
As far as possible, the median shall be of uniform width in a particular section of the
Project Expressway. However, where changes are unavoidable, a transition of 1 in 50 shall
be provided.

Median barriers shall be provided as specified in Manual. In the case of flush type medians,
suitable antiglare measures such as metal/plastic screens shall be provided to reduce
headlight glare from opposite traffic. The total height of screen including the height of the
barrier shall be 1 .5 m.

Paved Shoulder
Paved shoulders shall be designed as an integral part of the pavement for the main
carriageway. Width of these shoulders has been taken as 3 m. This will provide for better
traffic operation conditions, lower maintenance and facility of directly using these as part of
carriageway when the road is subsequently widened on these sides.

The Composition and specification of the paved shoulder shall be as that of the main
carriageway.

Earthen Shoulder
The earthen shoulder has been proposed with good borrowed earth having a width of 2m
on the outer side.

Sight Distance
The Safe stopping sight distance and desirable minimum sight distance for divided
carriageway for various design speed given in Table 2.8. The desirable values of the sight
distance shall be adopted unless there are sight constraints. A minimum of Safe stopping
sight distance shall be available throughout.

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Table 2.8: Safe Sight Distance
Design Speed Safe Stopping Sight Desirable minimum Sight Distance
(km/hr) Distance (m) (m) ( Intermediate Sight Distance)
120 250 500
100 180 360

At critical locations decision or decision points where changes in cross sections occurs such
as Toll Plazas and Interchanges, the sight distance shall be not be less than decision sight
distance given in Table 2.9. The criteria for measuring sight distance are same as for the
stopping sight distance.

Table 2.9: Decision of Sight Distance
Design Speed (km/hr) Decision Sight Distance (m)
120 360
100 315

Horizontal Alignment
The horizontal curves on the project road are designed for maximum radii (where feasible)
as per Guidelines of Expressway manual and IRC:SP:99‐2013, absolute minimum radius
has been used at couple of locations.
The Alignment shall be fluent and blend with the topography. The horizontal curve shall be
designed to have largest practical radius and shall consist of circular portion flanked by
spiral transitions at both the ends.

Super – Elevation
Super‐Elevation shall be limited to 7%, if radius of curve is less than desirable minimum
radius. It shall be limited to 5% if radius is more than or equal to desirable minimum.
Super elevation shall be not be less than the minimum specified Cross fall.

The super elevation at curves is arrived at as per the following equation:
(e + f) = v2/127R
Where,
v = Vehicle speed in Km/hr.
e = Super elevation ratio in meter per meter
f = Coefficient of side friction between vehicle tyre and pavement (0.1)
R = Radius in meters.

The super elevation is calculated keeping in view the horizontal radii and gradient at
curves at different locations.
2.7.3 Method for attaining superelevation
Dual – inner edge pivot of both carriageways at different chainage is used for attaining
super‐elevation. This method pivots the dual carriageway about the inner edge strings of
both carriageways using different chainage, so that the central reservation levels are not
changed. The application of super‐elevation to the left and the right carriageways will start
(or end) at different chainage, to ensure that the rate of change remains the same for both.
The method is explained in Figure 2.1:

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Figure 2.1: Method for attaining SuperElevation
2.7.4 Transition Curves
The following three formulae are used for calculating the transition lengths and the
maximum value is being adopted for design:
Rate of change of centrifugal acceleration
Ls = 0.0215 V3/ CR

Where,
R – Radius of curve in meters
V – Vehicle speed in Km / hour
Ls – Length of transition in meters
C – Rate of change of acceleration.

C = 80/(75+V)
Subject to maximum of 0.6 & minimum of 0.4

b) Rate of change of super elevation or runoff.

The rate of change of super elevation is being considered not steeper than 1 in 200 for
roads in plain and rolling terrain and 1 in 150 for roads in Mountainous terrain.

c) Three seconds time for manipulating the steering. The minimum length of transition
curves for this criteria is as in Table 2.10.

Table 2.10: Minimum Length of Transition Curve
Design Speed (km/hr) Minimum length of transition curve (m)
120 100
100 85

2.7.5 Vertical Alignment

General
The vertical alignment of the carriageway is generally compatible with the guidelines given
in the Guidelines of Expressway manual as well as IRC: SP: 99‐2013.
At locations of grade break of 0.5%, vertical curves are being provided.
• There shall be no change in grade within a distance of 150m
• The length of vertical curve will not be less than 0.6V (kmph)
UPEIDA 22


• Number of vertical intersection point shall not be more than 4 per km.
• At locations of sight deficiency, at least stopping sight distance (SSD) is being provided.

The aspect of efficient drainage shall be kept into consideration while designing the
vertical profile and cross sections of the Project Expressway as stipulated in IRC:SP:42 and
IRC:SP:50.
The vertical alignment shall be coordinated with the horizontal alignment

Gradients
The ruling and limiting gradients are given in Table 2.11.

Table 2.11: Gradients
Terrain Ruling Gradient Limiting Gradient
Plain 2.5% 3.0%
Rolling 3.0% 4.0%
The ruling gradient shall be adopted as far as possible. Limiting gradient shall be adopted
only in very difficult situation and for short lengths.
In cut sections, minimum gradient for drainage considerations is 0.5% (1 in 200) if the side
drains are lined; and 1.0% (1 in 100) if these are unlined.

Vertical Curves
Long sweeping vertical curves shall be provided at all grade changes. Summit curves and
valley curves shall be designed as square parabolas. The length of the vertical curves is
controlled by sight distance requirements, but desirably curves with the longer length shall
be provided from aesthetic considerations. The minimum grade changes requiring vertical
curve and the minimum length of vertical curve shall be as given in Table 2.12. More liberal
values are adopted wherever this is economically feasible. Valley curves are designed for
headlight sight distance.

Table 2.12: Minimum Length of Transition Curve
Design Speed Minimum Grade Change Minimum length of Vertical
(km/hr) requiring Vertical curve Curve(m)
120 0.5% 100
100 0.5% 85

Lateral and Vertical Clearance at Underpasses

Lateral Clearance
Minimum clearance at under passes shall be as follows:
i) For Vehicular Underpass, the lateral clearance shall not be less than 12m (7m
carriageway + 2X2.5 m Shoulder width on either side).
ii) For Light Vehicular Underpass, the lateral clearance shall not be less than 10.5m
including 1.5m wide raised footpaths on either side.
iii) For Pedestrian and Cattle Underpasses the lateral clearance shall not be less than
7m.
iv) Crash barrier shall be provided for protection of vehicles from colliding with
abutments and piers and the deck of the super structures.

Vertical Clearance
The vertical clearances at underpasses shall not be less than the values given in Table 2.13.

Table 2.13: Vertical Clearance
Vehicular Underpass 5.5m
Light Vehicular Underpass 4.3m / 3.5m

Pedestrian, Cattle Underpass 3.0m
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Lateral and Vertical Clearance at Overpasses

Lateral Clearance
Shall be provided as a full roadway width as specified in Schedule of Contract Agreement.

Vertical Clearance
A minimum of 5.5m Vertical Clearance shall be provided from all points of the Carriageway
of the Project Expressway.
2.7.6 CrossFall
The crossfall on each sections of the expressway carriageway shall be as given in Table
2.14. Each carriageway shall have unidirectional cross fall.

Table 2.14: Crossfall on different surfaces
CrossSectional Element Annual Rainfall
Carriageway, Paved shoulders, 1000mm or more Less than 1000mm
Edge Strip, Flush Median. 2.5 % 2.0 %

The crossfall for earthen/granular shoulders on straight portions shall be at least 0.5%
steeper than the values given in Table above. On Super Elevated sections, the earthen
portion of the shoulder on the outer side of the curve would be provided with reverse
crossfall so that the earth does not drain on the carriageway and the storm water drains
out with minimum travel path.
2.8 Design OF Horizontal and Vertical Alignment
The general principles and design criteria laid down in MoRTH Guidelines for Expressways
shall be followed except as otherwise indicated in this Manual.

Culverts
The culverts are proposed to be built to the full formation width of the road and have been
designed accordingly.

Highway Signs and Marking
The road signs conforming to latest IRC: 67 have been proposed. Location of route marker
signs are as per the latest IRC: 2; the provision for hectometer stones, 5th kilometer stone,
Kilometer and 200 m stones are as per latest IRC: 8 and latest IRC: 26 respectively. The
boundary stones are as per latest IRC: 25. Road Delineators are as per latest IRC: 79.

All road signs are considered as retro‐reflective sheet of high intensity grade with
encapsulated lens fixed over aluminium substratum and conforming to MoRT&H
Specifications for road and bridge works. Provisions for Road markings have been
considered as latest IRC: 35.
2.9 Access Control
Project Expressway shall be designed for fast motorized traffic with full control of access.
Access to the Expressway shall be provided with grade separators at location of
intersections. Parking/standing, loading/unloading of goods and passengers and
pedestrians/animals shall not be permitted on the Expressway.

Location of interchange – The locations of individual interchanges are determined
primarily to reduce detour considering regional network and nearness to places of
importance. Location of interchange is guided by the following situations:
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i) At crossing or nearest points of other Expressways, National Highways, State
Highways and important arterial roads.
ii) At crossing or nearest points of major roads to important ports, airports, material
transport facilities, commercial and industrial areas, and places of tourist interest.

The interchanges shall be provided at the locations specified in Schedule‐B of the Contract
Agreement.
2.10 Connecting roads
Connecting roads where required to maintain proper circulation of local traffic, continuity
of travel and to facilitate crossing over to the other side of the Project Expressway through
an under/overpass shall be constructed on the land acquired within the ROW of the
Project Expressway. These shall be provided outside the fencing. The location, length,
other details and specifications of connecting roads, to be constructed by the Contractor
shall be specified in Schedule‐B of the Contract Agreement. The width of the connecting
road shall be 7.0 m. The construction and maintenance of connecting roads shall be part of
the Project Expressway
2.11 Pavement Design
Type of Pavement – The Authority may require provision of specific type (flexible/rigid) of
pavement depending upon specific site conditions. Such requirements shall be as specified
in Schedule‐B of the Contract Agreement. Unless otherwise specified in Schedule‐B, the
Contractor may adopt any type (flexible/rigid) of pavement structure for new
construction.

Flexible pavement is designed by using IRC: 37‐2012 and rigid pavement is designed as per
the provisions contained in latest IRC: 58. Besides the above, designs for service roads, toll
plaza, parking bays have been carried out.

Design of flexible pavement – The pavement shall be designed to ensure the specified
performance for the projected traffic needs, climate and type of soils in the given area. The
Contractor is expected to use a design procedure that is appropriate to produce a cost‐
effective structure meeting the performance requirements and long term durability. The
Contractor may use IRC:37 “Tentative Guidelines for the Design of Flexible Pavements” or
it may use any internationally accepted design procedure that is based on past
performance and research. It will be the Contractor’s responsibility to provide a pavement
structure that fully meets the prescribed performance requirements throughout the
operation period.
Design of rigid pavement – Jointed rigid pavement shall be designed in accordance with the
method prescribed in IRC:58 “Guidelines for the Design of Plain Jointed Rigid Pavements
for Highways”. Continuously Reinforced Concrete Pavements (CRCP) shall be designed as
per any recognised international guidelines which shall be subject to approval by the
Independent Engineer.

Design Life
The bituminous pavement with design life of 15 years has been considered for the flexible
pavement design. For rigid pavement a design life of 30 years has been considered.

Design Traffic
The Design traffic has been estimated in terms of cumulative number of standard axles
(8160kgs) to be carried by the Pavement during the design period.

Any likely change in traffic due to proposed improvement of the facility and/or future
development plans, land use, shall be duly considered in estimating the Design Traffic. The
Growth rates mentioned in the Traffic Studies chapter has been considered while
calculating the Million Standard Axle loads. The project road is a green field highway and
UPEIDA 25


there is no existing carriageway, therefore, the VDF has been calculated based on the Axle
Load Surveys conducted on alternate roads and the values of VDF has been presented in
Section 3.3.3 of this report.

Rigid Pavement Design

Design of Concrete Slab

Once the parameters are decided, actual stresses developed in the concrete slab due to
design wheel load is computed by the Westergaard’s Equation modified by Teller and
Sutherland. The maximum stress occurs in the corner and the minimum in the interior. The
edge load condition gives an intermediate value.

Temperature stresses at the edge are calculated by using Bradbury’s formula. The
temperature stresses in the corner region is negligible as the corners are relatively free to
wrap and may be ignored.

The design wheel load stress and the temperature stress at the edge are then added up
together and this summation shall be less than 28 days flexural strength of concrete for the
assumed thickness to be adequate from design point of view.
Once the assumed slab thickness is found adequate for the combined stresses developed
due to temperature and design wheel load, its adequacy needs to be checked from the view
point of its consumption of fatigue resistance. In this case also, edge stresses are computed
as discussed earlier for various axle load classes. Then stress ratio (SR) is calculated as
ratio of stress due to wheel load and the 28 days flexural strength of concrete for all axle
load class. Consumption of fatigue resistance is computed for this stress ratio for each axle
load class. Summation of this consumption of fatigue resistance should not exceed the
allowable limit for the assumed thickness to be adequate from the view point of fatigue
consideration.

Design of Joints

Once the concrete slab thickness is designed based on particular spacing and location of
joints, the remaining job is the design of dowel bars and tie bars with the provision of
adequate sealants.

Dowel Bars
The design of dowel bar at joints is carried out on the basis of its load transfer capacity. It is
recommended that 40% of wheel load can be transferred through dowel bar system. It is
observed that failure of dowel bar occurs due to the crushing of concrete below the dowel
bar and hence bearing stress shall be considered for its design.
Generally 500 mm long 32 mm diameter M.S. bar at a spacing of 250 – 300 mm is used as
dowel bar for concrete slab of 200 ‐350 mm thick. No dowel bar is required for slab
thickness less than 150 mm. However separate calculation has been made for present
situation for dowel bar design.

Tie Bar
Tie bars are provided to prevent the adjoining slabs from separating. Longitudinal joints
are provided with tie bars. It does not increase the structural capacity of the slab and are
not designed as load transferred devices.
2.12 Hydrological Design

Design Standards
The hydrological & hydraulic design for cross drainage structure shall conform to the fol‐
lowing codes and reports:
IRC: SP‐13 – Guidelines for the design of small bridges and culverts
UPEIDA 26


IRC: 5 – Code of practice for Road Bridges, Section I (General features of Design)
IRC: 78 – Code of Practice for Road Bridges, Section VII (Design of Foundation and
Substructure)
IRC: SP‐87 – Manual of Specifications and Standards for Six‐Laning of Highways through
Public Private Partnership

Design Approach
The hydrological & hydraulic design of bridges is an important aspect to determine the
minimum required waterway; design highest flood level (HFL) and minimum scour levels
of piers & abutments of the bridges proposed on the new alignments. The various design
standards (latest) which have been adopted for the hydrological & hydraulic design of
bridges are given below. Approach slabs shall be provided for all bridges and grade
separated structures as per Clause 217 of IRC:6 and Section 2700 of MORTH Specifications.

Design Parameters –
Area of catchment & length of longest stream have been obtained from topographical
sheets of Survey of India (SOI).
The Cross Section of stream at 500 m U/S and 500 m D/S depending upon catchment area
along with longitudinal gradient has been obtained to evaluate design discharge .The
various method such as area velocity , unit hydrograph Rankins method has been
considered for obtaining of design discharge .

Scour Depth
Scour depth can be calculated as per Clause 703.2 of latest IRC: 78 and as explained in
latest IRC: SP 13. The mean depth of scour, dsm below the highest flood level is given by
the following equation:
dsm = 1.34 (Db2/Ksf)1/3

Where, Db = the design discharge for foundation in cumec per meter width. The value of
Db shall be the total design discharge divided by the effective linear waterway width be‐
tween abutments.

“Silt Factor” (Ksf) have been assumed based on the silt factor values of the Agra to Etawah
project. As per latest IRC: 78, for the design of piers and abutments located in a straight
reach and having individual foundations without any floor protection works, the maximum
depth of scour from the highest flood level is given by:

For piers: dmax = 2 x dsm
For abutments: dmax = 1.27 x dsm (having retained approach)

Minimum Founding Level: The foundation has been taken to a level to safeguard against
scour. In case of bridges, where the mean scour depth dsm is calculated by using the
equation given in Clause 703.2 of latest IRC‐78, the depth of foundation has not been taken
less than that of existing structures in the vicinity.
2.12.1 Drainage and Protection Works
The drainage requirements for the project road and adjoining areas are assessed through
the DTM prepared from topographical survey data. Pavement internal and external drain‐
age is ensured by providing drainage layer and camber respectively. Longitudinal slopes in
roadside ditches and central drain are generally equal to generate self cleaning velocity at
the time of storm.

Small catchment analysis with project specific unit hydrograph is undertaken for the
hydraulic design of the drain channel. The shape of the channels is fixed to facilitate easy
and economical construction and easy maintenance. Suitable drainage system is planned
UPEIDA 27


for the high embankment, super‐elevated carriageway and other key areas, with a view to
en sure easy collection and disposal of storm water. A network has been conceptualized
from runoff till final disposal and its continuity is ensured at each critical point.
2.13 Structural Design
2.13.1 General
This section deals with the standards to be adopted in design of vis‐à‐vis ROBs, flyovers,
bridges, underpasses and culverts. It also provides for the type of materials and their
specifications that had been adopted for the above structures, the loads and forces to be
considered. The project road is 6 lane and the structures are also designed for 6 lanes.
2.13.2 Crosssectional Elements
a) Structural width for bridges / flyovers / road over rail bridges
The overall deck width for all bridges, underpasses & ROBs has been kept same
21.25 m (including 0.5m crash barrier on either side) in each direction of traffic.
Please refer for structure drawing and GADs of each major/minor structures.
b) Median width
A median width of 3.0 m is maintained between two outer faces of RCC crash
barriers.
c) Reinforced Earth Retaining Structures –
The design and construction of reinforced earth structures shall conform to section
3100 of MORTH Specifications. Reinforced earth retaining structures shall not be
provided near water bodies. Such structures should be given special attention in
design, construction, ground improvement where necessary, maintenance and
selection of System/System design. Local and global stability of the structure shall
be ensured.
d) Road over bridge (road over railway line)
i) If the alignment of road at the existing railway crossing has skew angle more
than 45°, the alignment of road or of pier/abutment shall be suitably designed
to reduce skew angle up to 45°.
ii) Railways normally do not allow construction of solid embankment in their right
of way. The horizontal and vertical clearances to be provided on the railway
land shall be as per requirement of the Railway authorities.
iii) In case the Authority has obtained approval of General Arrangement Drawings,
the same shall be appended with the Request for Proposal. The Contractor shall
have option of adopting the same span arrangement or have his revised
proposal for GAD approved from the Railways. In case the total length of stilt
portion is not reduced, it will not be considered as change of scope. However,
before submitting the revised proposal to the Railways, prior consent of the
Authority shall be required.
iv) The Contractor shall be required to obtain approvals of all designs and
drawings from the concerned Railway authorities.
v) The construction of ROB within the railway boundary shall be under the
supervision of the Railway authorities.
vi) The approach gradient shall not be steeper than 1 in 40.
vii) Outside the railway boundary, one span of 12 m conforming to the
requirements of Vehicular Underpass shall be provided on either side of ROB to
cater for the local traffic, inspection, and pedestrian movement.
2.13.3 Specification for Material

a) Concrete: The grades of concrete are either equal to or higher than those pre‐
scribed in latest IRC: 112. Grade of concrete in various structural elements is for
moderate conditions of exposure.
UPEIDA 28


Superstructure
PSC Members : M 45
RCC T‐Girder and Deck Slab : M 35
RCC Solid Slab : M 35
RCC Box cell : M 35
RCC Crash Barriers: M 40

Substructure
RCC substructures and foundations: M 35
All PCC structural members: M 20
All PCC non structural members: M 15

Pedestals for bearings
Pot/PTFE : M 40
Elastomeric: M 40

b) Steel: This conforms to the provisions given in IS: 1786, IS: 432 (Part I).
Reinforcement steel:
• High yield strength deformed bars conforming to Fe 500 / TMT.
• Mild steel not to be used.
• Pre‐stressing steel
These conform to IS: 14268‐1995
System : 19 K13 or 12 T13 low relaxation multiple strands system
Cables :19 K13 or 12 T13 systems with strands of 12.7 mm nominal diameters.
Sheathing : 90 mm / 75mm Corrugated HDPE sheathing duct.

c) Bearings
All bearings shall be easily accessible for inspection, maintenance and replacement.
Suitable permanent arrangements shall be made for inspection of bearings from
bridge deck. Design and specifications of bearings shall be as per IRC:83 (Part I, II
and III). Spherical bearings shall conform to the requirements of BS:5400 and
materials of such bearings may conform to the relevant BIS codes nearest to the
specifications given in BS:5400. The drawing of bearings shall include the layout
plan showing exact location on top of pier and abutment cap and the type of
bearings i.e. fixed/free/rotational at each location along with notes for proper
installation. The bearing should cater for rotation and movement in both
longitudinal and lateral direction. Elastomeric bearing has been provided under RCC
T‐beams and RCC solid slabs type superstructures as per latest IRC: 83 (Part II) and
shall conform to clause 2005 of MoRT&H specification for Road and Bridge Works.
POT cum PTFE bearing has been provided for span more than 25m where we have
to cater for large loads and conforming to latest IRC: 83 (Part III) and clause 2006 of
MoRT&H specifications for Road & Bridge works.

d) Expansion Joints
All Structures shall have minimum number of expansion joints. This may be
achieved by adopting longer spans, making the superstructure continuous or by
adopting integrated structures. Expansion joints shall conform to IRC:SP:69. In any
case, the number of expansion joints shall not be more than 1 for each 100 m length
of the bridge or part thereof. For avoidance of doubt, the structures upto 100 m
length shall have only one joint at one side abutment, the structures over 100 m and
upto 200 m length may have two joints and structures over 200 m and upto 300 m
length may have maximum 3 expansion joints. Elastomeric strip seal type expansion
joints are provided on all the bridges and ROBs as per Clause No. 2607 of MoRT&H
UPEIDA 29


specification for road and bridge works and interim specifications for expansion
joints issued subsequently vide MoRT&H letter no. RW/NH‐34059/1/96‐S&R dated
25.01.2001 and addendum there to circulated vide letter of even no; dated
30.11.2001. In case of bridges with smaller spans slab seal type expansion joints are
provided.
2.13.4 Loads and Forces to be considered in Design
Vertical Loads
a) Dead Loads
Following unit weights are assumed in the design as per latest IRC Codes.
Pre‐stressed Concrete: 2.5 t / m3
Reinforced Concrete : 2.5 t / m3
Plain Cement Concrete : 2.2 t / m3
Structural steel : 7.85 t / m3
Dry Density of Backfill Soil : 2.0 t / m3
Saturated Density of Backfill Soil : 2.0 t / m3

b) Superimposed Dead Loads
Wearing Coat: 65mm thick with 40mm bituminous concrete overlaid + 25mm thick
bituminous mastic layer
Crash barriers: 1.0 t / m / side

c) Live Loads
Carriageway live loads: The following load combinations are considered in the
analysis and whichever produces the worst effect is considered.

Five Lanes of IRC Class A
One Lane of 70R (wheeled) with Three lanes of IRC Class A.
Resultant live load stresses are reduced by 20% in case all the five lanes are loaded.
Impact factor is as per latest IRC: 6 for the relevant load combinations. For
simplicity in design, Impact factor for continuous structures is calculated for the
smallest span of each module and used for all the spans of that module.

d) Horizontal Forces
(i) Longitudinal Forces due to live load
Following effects are considered in the design
• Braking forces as per the provision of latest IRC: 6
• Distribution of longitudinal forces due to horizontal deformation of
bearings/frictional resistance offered to the movement of free bearings
as per latest IRC: 6

(ii) Horizontal forces due to water currents
The portion of bridge, which may be submerged in running water, is
designed to sustain safely the horizontal pressure due to force of water
current as per the stipulations of latest IRC:6

(iii) Earth load
Earth forces are calculated as per the provisions of latest IRC:6 assuming the
following soil properties:
a. Type of soil assumed for backfilling : As per latest IRC: 112
Angle of Internal Friction : Φ= 30O
Angle of Wall Friction : δ = 20O
Coefficient of Friction ‘μ‘at base : tan (2/3 Φ), while Φ is the angle of
internal friction of substrata immediately under the foundations.
UPEIDA 30


b. ii. Live load surcharge are considered as per the provisions of latest
IRC: 6.

e) Centrifugal forces
Centrifugal forces are calculated as per the provisions of latest IRC: 6 for a design
speed applicable at horizontal curves.

f) Wind effect
Structures are designed for wind effects as stipulated in latest IRC: 6. The wind
forces are considered in the following two ways and the one producing the worst
effect shall govern design.

g) Seismic Effect
The road stretch is located in Seismic Zone‐III as per the revised seismic map of
India (IS: 1893‐2002). The seismic forces will be coefficient method as suggested by
the modified clause for the interim measures for seismic provisions in latest IRC: 6.

h) Other Forces / Effects
Temperature effects: The bridge structure / components i.e. bearings and
expansion joints, are designed for a temperature variation of + 250 C considering
extreme cli‐mate. The superstructures are also designed for effects of distribution of
temperature across the deck depth as given in latest IRC: 6, suitably modified for the
surfacing thickness.
Temperature effects considered are as follows:
• Effects of non‐linear profile of temperature combined with 50% live load
and full value of ‘E’ is considered.
• Effects of global rise and fall of temperature combined with 100% live load
and full value of ‘E’ is considered.

Differential shrinkage effects: A minimum reinforcement of 0.2% of cross sectional
area in the longitudinal direction of the cast‐in‐situ slab is provided to cater for
differential shrinkage stresses in superstructures with cast‐in‐situ slab over precast
girders as per Clause 605.2 of latest IRC: 22.

However, effects due to differential shrinkage and / or differential creep are duly
accounted for in the design.

Construction stage loadings / effects: A uniformly distributed load of 3.6 KN /m2
of the form area is considered to account for construction stage loadings in the
design of superstructure elements, wherever applicable, as per Cl. 4.2.2.2.2 of IRC:
87 – 1984.
Buoyancy: 100% buoyancy is considered while checking stability of foundations
31um‐spective of their resting on soil/weathered rock / or hard rock.

i) Load Combinations to be considered in Design
All members are designed to sustain safely the most critical combination of various
loads and forces that can coexist. Various load combinations as relevant with
increase in permissible stresses considered in the design are as per latest IRC: 6.
In addition, the stability of bridge supporting two superstructures (with an
expansion joint) is checked under one span dislodged condition also.
j) Exposure Condition
Moderate exposure conditions are considered while designing various components
of the bridge.

UPEIDA 31


k) Design Codes
The main design criteria adopted is to evolve design of a safe structure having good
durability conforming to the various technical specifications and sound engineering
practices.

l) Load combinations
The various load combinations considered are as per provisions of latest IRC: 6

ROB
The design of ROB will be based on the guidelines of Ministry of Railways. As per the latest
Railways Guidelines, a vertical clearance of 6.625m is being imposed for electrified track.

CD structures & HO/Grade separators
The GAD of CD structures is based on hydraulic and hydrological studies.
The GAD of flyovers/Grade separator is based on the traffic surveys and guidelines as
contained in relevant IRC codes.

Codes and Publications
The following codes and publications (latest editions) shall be used for the design of
approach road and bridge components:
• Specifications For Road and Bridge Works (4th Revision, 2000)
• IRC: 5‐1998 For General Features of Design
• IRC: 6‐2000 For Loads and Stresses
• IRC: 18‐2000 For Pre‐stressed Concrete Road Bridges
• IRC: 21‐2000 For Reinforced Concrete Design
• IRC: 78‐2000 For Substructure and Foundations
• IRC: 83‐1999 (Part I) For Metallic Bearings
• IRC: 83‐1987 (Part II) For Elastomeric Bearings
• IRC: 83‐1987 (Part III) For Pot cum PTFE Bearings
2.14 Environmental and Social Screening
2.14.1 Environmental Screening
An Environmental screening study has been undertaken. The preliminary environmental
study focused on identifying the key areas, the need for assessment of key impacts, issues,
including information necessary for proposed development. The following issues were
identified:
• The important environmental issues and concerns;
• The significant effects and factors; and
• The appropriate content and boundaries of an EIA study.

The programme included:

• Field surveys;
• Consultation exercises; identifying existing relevant baseline data;
• Identifying the scope of baseline surveys required;
• Identifying key issues to be addressed within the EIA; and
• Providing a technical brief for the EIA.

To identify any potential environmental conflicts arising out from the construction of the
road, information was collected to arrive at the environmental constraints for the proposed
scheme. The main issues included as appropriate, local settlements and communities,
UPEIDA 32


traffic, agriculture, ecology, land‐use and soils, water, archaeological heritage, cultural and
religious sites and planning issues.
This part of the study was undertaken in parallel with the economic and engineering
analyses in order to determine any significant social or environmental issues, which require
further detailed study. The approach and methodology to be adopted for environmental
assessment conforms to the requirement of the Environmental Impact Assessment
Notification, MoEF, 2006 & its amendment.
2.14.1.1 Secondary data collection
Secondary data collection including relevant maps for all the corridors was made
available from various government agencies regarding:
(i) Flora and fauna
(ii) Critical natural habitats
(iii) Built‐up areas
(iv) Water bodies
(v) Other critical environmental indicators
(vi) Policy, legal and administrative framework etc.

The available data has been used for environmental screening. The results of the
preliminary screening lead to identification of the nature and extent of
environmental issues needing more detailed examination, which may be dealt as a
full EIA.
2.14.2 Social Screening
The overall objective of the study is to assess the likely impact on persons/families in the
process of land acquisition needed in the process of construction of project road.
Social assessment would be conducted to broadly assess the extent of impacts due to the
project on persons and properties within the corridor of impact. Both desk research and
identification of major settlements within project area through field survey are conducted.
Social assessment study also aims at identifying the project affected people (PAP) and
project affected families (PAF) analysing their socio‐economic status, assessing losses due
to project implementation. Remedial measures are proposed in the RAP to ensure that the
income levels of PAPs, after the project implementation, are improved or at least restored to
the pre‐project level.
2.14.2.1 Secondary data collection
Available information is collected from various agencies that have worked in the
state. The information includes constitutional provisions, status of social related
legislation and policies of the central government and the state of Uttar Pradesh,
guidelines for entitlement framework and community, social, ethnic and economic
indicators of the population.
2.14.3 Social Impact Screening
During this preliminary screening stage, the consultants made an initial visit to the site in
order to develop a clear understanding of the proposed road changes that may be
undertaken and to identify the impact on housing, business and agricultural activities
expected to arise out of the changes to be adopted. The social impact screening
concentrated on the areas where there is likely to be the greatest impact on the population.
The data is analyzed and screening is done initially, through a reconnaissance survey.
The various indicators considered are:
• Community life and economic activities
UPEIDA 33


• Severance of community
• Encroachment on local community facilities
• Encroachment on local economic activities
• Encroachment on the access to and rights of resources
• Cultural heritage / property
• Social structure, institution and customs
• Cultural shock
• Road safety
• Public health
• Waste

Land acquisition and resettlement
• Expropriation of resources
• Involuntary resettlement
• Conflict between target population and host population
• Indigenous or traditional population
The results of the screening are plotted on maps and tabulated to identify any major
conflicts and extent of conflicts.
2.15 Schemes for Development and Assessment
From the existing field data a few alternatives are evolved. This task made use of available
data, site reconnaissance desk studies and preliminary findings. The standards, codes of
practice and other relevant controlling documents are listed thereby establishing the
procedures, design controls and general engineering practice required.
In the review of project alignment due considerations are given to the environmental
implications, land acquisition and impact on project affected people, using information,
provided in the discipline desk study reports undertaken earlier.
2.16 Preliminary Cost Estimates
The rates of materials adopted in the preliminary cost estimate are based on the SoR from
respective districts of the Uttar Pradesh. The basis of rate analysis is the MoRT&H Stan‐dard
Data Book. For the working out of preliminary cost estimate, work items are split into the
following sub‐heads:
• Site Clearance and earthworks
• Granular Pavement Courses
• Bituminous Courses
• Bridges, Culverts, Retaining Walls and other structures
• Kerbs, Drainage and other Protective works
• Road Junctions, Service Roads, Bus Stops, Truck Lay‐byes
• Toll Plaza
• Road Furniture and Road Safety Works
• Traffic Management and maintenance during construction
UPEIDA 34


Chapter – 3

PROJECT PROPOSALS
3 Features of Project
The project is a Greenfield project with a total length of 40.470 Kms, which starts from Km –
(‐)0+270 at Chand Sarai (Dist. Lucknow) and ends at Sansara (Dist. Barabanki) Km 40+200.
3.1 Terrain of the Project Road
The entire project road passes through plain terrain. The majority of the length of the
project road passes through agricultural land.
3.2 Sections Passing Through Rural Areas
The project road is passing through following rural areas/ built‐up areas as most of the
alignment is Greenfield and uses mostly barren and low fertility/unused land. As much as
possible the alignment avoids crossing any village and it is proposed to provide proper
service roads. Inhabited sections which are heavily congested (towns and villages),
identified along the project corridor are given in Table 3.1
Table 3.1: Rural areas along the Purvanchal Expressway (PackageI)

Sr. District Tehsil Village Name in Package I
No.
1 Lucknow Mohanlalganj Chand Sarai, Maghua, Beli, Siwlar, Dehra Mau, Pahasa,
Mahurakala, Echwaliya, Panjsara, Hasnapur,
Jaukhandi, Sahzadepur, Adampur Naubasta,
Rasoolpur Ashik Ali
2 Barabanki Haidergarh Sarai Pandey, Kaboolpur, Shivnam, Gangapur,

Ramipur, Jarauli, Narendrapur Madraha, Akhaiyapur,
Kakri, Trivediganj, Bara, Jalalpur, Rauni, Daudpur,
RithiSikandarpur, Gharkuiya, Anandau Mau,
Bamhrauli, Sansara
3.3 Pavement Design
3.3.1 Flexible Pavement Design for Main Carriageway
Flexible pavement has been proposed for main carriageway, IRC:37–2012, “Tentative
Guidelines for the Design of Flexible Pavements” have been followed for the flexible
pavement design and checked the design by IIT‐Pave.
Flexible pavement has been proposed with bituminous and granular base and sub‐base for
new alignment and service road consisting of various layers such as Granular Sub base
(GSB), Wet Mix Macadam (WMM), Bituminous Surfacing comprising Dense Bituminous
Macadam (DBM) and Bituminous Concrete (BC/SDBC up to 5 MSA).
3.3.2 Material Investigations
3.3.2.1 Existing Ground Soil Testing
The soil investigations along the proposed alignment for the green field project have been
carried out. The soil samples have been collected and testing of the collected samples has
been completed and the summary of test results is given in Table 3.2.
UPEIDA 35


Table 3.2: Test Results of the Existing Soil along the Proposed Alignment
Chainage Type of % passing through I.S.Sieve % Sand L.L. P.L. P.I. Classification as per I.S.‐ Free Field M.D.D.( O.M.C. C.B.R. (%)
soil Content 1498‐1970 Swelling Moist gm/cc) (%) In soaked
Index ure condition
(%) (%) (Actual)
4.75 2.00 425 75 mic. Symbol Typical Name

mm mm mic.
5+000 Fine 99.86 99.51 98.44 95.15 4.70 27 19 8 CL Silty Clay 30 15.68 1.85 13.99 6.05
Grained
10+000 Fine 100.00 99.94 99.06 83.56 16.44 24.2 18.1 6.1 ML‐CL Mixture of silt & 22.22 10.98 1.79 13.09 6.41
Grained clay with low to
medium plasticity
15+000 Fine 96.32 95.90 95.23 89.53 6.80 23.8 15.27 8.53 CL Silty Clay 30 16.12 1.89 12.8 5.19
Grained
Grained
Grained
30+000 Fine 100 99.924 99.56 92.36 7.64 25.82 17.61 8.21 CL Silty Clay 30 10.08 1.92 12.57 5.89
Grained
35+000 Fine 96.772 96.528 94.68 81.408 15.36 23.9 17.9 6 ML‐CL Mixture of silt & 22.22 9.97 1.93 11.57 6.16
Grained clay with low to
medium plasticity
Grained

UPEIDA 36


3.3.2.2 Borrow Area Soil for Subgrade Material
Borrow area locations have been identified for the sub‐grade material and testing of the collected samples from trail pits have been
completed.
The borrow area material test results indicates that the available CBR is in the range of 5.89% to 11.90%. A design sub‐grade CBR(effective)
of 6% has been adopted for the pavement design. The details of borrow area material and laboratory test results have been given in Table
3.3.
Table 3.3: Test Results of Borrow Area Soil Samples
C.B.R.
Classification as per I.S.‐ Free Field
% passing through I.S.Sieve (%) In
Type of % Sand 1498‐1970 Swelling Moist M.D.D.( O.M.C.
Chainage L.L. P.L. P.I. soaked
soil Content Index ure gm/cc) (%)
condition
(%) (%)
(Actual)
425
4.75 mm 2.00 mm 75 mic. Symbol Typical Name
mic.
Fine
BA‐01 99.592 98.348 97.4 96.272 3.32 27.5 17.8 9.7 CL Silty Clay 33.33 17.53 1.82 15.7 5.89
Grained
Coarse
BA‐02 100 99.924 98.996 47.72 52.28 NP NP NP NP NP 0 10.66 1.81 13.62 7.13
Grained
Fine
BA‐03 99.904 99.644 97.724 89.892 10.01 26.2 18.2 8 CL Silty Clay 30 17.03 1.87 13.7 5.92
Grained
Fine
BA‐04 99.736 99.416 98.444 93.728 6.01 24.4 16.07 8.33 CL Silty Clay 30 11.14 1.88 12.96 6.16
Grained
Fine
BA‐05 99.97 99.76 97.91 88.48 11.48 25.3 18.1 7.2 CL Silty Clay 30 10.12 1.83 13.44 5.92
Grained
BA‐06(BA‐
Sandy Silt 100 100 98 53 47 NP NP NP ML Sandy Silt ‐ 1.74 13.4 10.8
01A)
BA‐07(BA‐
Silty Sand 100 100 98 47 53 NP NP NP NP Silty Sand ‐ 1.70 12.8 11.9
02)
BA‐08(BA‐ Clayey
63 62 61 60 33 39 25 14 GC Clayey Gravel ‐ 1.82 13.5 11
04) Gravel
UPEIDA 37


3.3.3 Design Traffic Loading
Base year traffic in terms of AADT, design period, traffic growth rates, vehicle damage
factors (VDFs) and lane distribution factors (LDFs) are required to estimate the design
traffic loading in terms of equivalent standard axles.
Base Year Traffic (AADT)
The base year traffic has been assessed by carrying out traffic surveys. Since the project
road is green field project, hence the traffic surveys have been carried out on the cross
roads/connecting roads. The detailed traffic surveys and analysis for the project road
have been given in Chapter 5.0 (Traffic Surveys & Analysis). For pavement design
purpose, commercial vehicles of laden weight more than 3 tonnes has been considered.
Such vehicles consisted of buses, LCVs, 2 Axle trucks, 3 Axle trucks and Multi Axle trucks.
The summary of AADT of commercial vehicles considered for pavement design is given
in Table 3.4.
Table 3.4: Commercial Vehicles (AADT) for the Pavement Design
Length Commercial Vehicles (AADT – 2015)
Sections
(kms) Bus LCV 2 Axle 3 – Axle MAV Total
(‐)0+270 to
40.470 389 618 405 1430 1024 3867
40+200

Traffic Growth Rates
Traffic growth rates have been estimated based on elasticity method and the summary
of obtained growth rates are given in Table 3.5. The detailed traffic growth calculations
have been given in Chapter 4 (Traffic Surveys and Analysis).
Table 3.5: Adopted Traffic Growth Rates
Mini LCV
Minibus
4 to 6
2 Axle
3 Axle
Truck
MAV
MAV
Axle
LCV
Bus
Car
Year
2015‐20 11.07% 6.67% 6.67% 9.80% 9.80% 8.06% 10.17% 10.70%
2021‐30 9.97% 5.86% 5.86% 9.14% 9.14% 7.34% 9.51% 10.03%
2031‐40 7.22% 3.83% 3.83% 7.50% 7.50% 5.55% 7.86% 8.35%

Vehicle Damage Factors
The vehicle damage factor (VDF) is a multiplier to convert the number of commercial
vehicles of different axle loads and axle configuration to the number of standard axle
load repetitions. It is defined as the equivalent number of standard axles per commercial
vehicle. Universally accepted standard axle load weighs 8,160 Kg. ESAL is determined by
the relationships recommended in IRC: 37‐2012 ‘Tentative guidelines for the design of
Flexible Pavements’.
The project road is a green field highway and there is no existing carriageway, therefore,
the VDF has been calculated based on the Axle Load Surveys conducted on alternate
roads. VDF values adopted for design is as per Axle Load surveys as tabulated below:
Vehicle Bus LCV 2 Axle 3 Axle MAV
Type
VDF 0.93 0.41 4.36 6.98 3.53

UPEIDA 38


Design Life
Pavement design life is the period for which the initial design of pavement crust layers
shall be carried out. Design life should not be referred as terminal stage of crust beyond
which crust becomes unusable.
The flexible pavement design is to be carried out in accordance with IRC: 37‐2012, with
stage construction, hence a design life of 15 years has been considered for design
purpose.
Design Traffic Loading (Cumulative Million Standard Axles)
For flexible pavement design traffic loading in million standard axles (MSA) has been
estimated for a design life of 15 years (post construction). The design traffic is
considered in terms of the cumulative number of standard axles to be carried during the
design life of the road. The summary of MSA obtained and adopted is given in Table 3.6.
Table 3.6: Obtained and Adopted MSA for the Pavement Design
Section Design Life 20 Years Design Life 15 Years
Km (‐)0+270 to Km MSA Granular MSA Bituminous
40+200 117 80
3.3.4 Flexible Pavement Design for Main Carriageway (New Construction)
The IRC method for pavement design is based on limiting the vertical compressive strain
on top of sub‐grade which results in permanent deformation of the pavement and the
horizontal tensile strain at the bottom of the bituminous layer which results in cracking
of the pavement.
The flexible pavement design has been carried out by using the procedure given in IRC:
37‐2012, thereby ensuring requisite structural layers. By considering all inputs given
above the proposed flexible pavement design for the main carriageway (new
construction) is given in Table 3.7.
Table 3.7: Flexible Pavement Design for Main Carriageway (New Construction)
Design Design Design Design New Crust Composition (mm)
Section
Life MSA MSA CBR Total
BC DBM WMM GSB
(Years) Granular Bituminous (%) Thickness
(‐
)0+270
20/15 117 80 6 50 170 105 200 525
to
40+200

Sub‐grade of 500 mm thickness of CBR value not less 8% and sub‐base material of CBR
not less than 30% shall be used.
Paved shoulder
The pavement composition of paved shoulders has been kept with the same
specifications as those of the main carriageway.
3.3.5 Service Roads
The Service roads are proposed to be provided at locations of the project road where it
is passing through urban areas. Service roads have been designed for 5 MSA for 6% CBR.
The crust composition of service roads is given in Table 3.8.
UPEIDA 39


Table 3.8: Flexible Pavement Design for Service Road (New Construction)
Design Design New Crust Composition (mm)
MSA CBR (%) SDBC DBM WMM GSB Total Thickness
5 6 25 75 100 200 400
3.3.6 Rigid Pavement Design for Toll Plaza Locations
Rigid pavement is proposed at toll plaza locations, as it has longer life and can resist the
wear and tear caused by braking forces exerted by heavy vehicles. Since the project road
is a green field project and the axle load spectrum is not available. In the absence of the
axle load spectrum, the rigid pavement design has been carried out by considering the
similar kind of six lining project.

The rigid pavement design has been carried out as per IRC: 58‐2011 (Guidelines for the
Design of Plain Jointed Rigid Pavements for Highways). The design period for the rigid
pavement design has been considered is 30 years. The CBR of sub‐grade has been
adopted is 8%. The rigid pavement design has been carried out for the concrete
pavement with tied concrete shoulder with doweled transverse joints. The proposed
composition of rigid pavement is as given below in Table 3.9.

Table 3.9: Rigid Pavement Design for Proposed Toll Plaza Location
Proposed Rigid Pavement Composition
GSB (mm) DLC (mm) PQC (mm) Total Thickness (mm)
150 150 280 580
3.4 Geometric Design
3.4.1 Horizontal Curves
The horizontal geometry varies along the entire stretch however all the curves satisfy
the highway requirements.
3.4.2 Vertical curves
The vertical geometry varies along the entire stretch however all the curves satisfy the
highway requirements.
3.4.3 GTS BM, DGPS and UTM Coordinates

Table 3.10: GTS Bench mark has been taken as mentioned below:
Sl. No. GTS BM Reduced Location Remarks
No. Level (RL)
1 Sl. No. (3); 111.220 GTS BM on stone at GTS BM Value taken
63B N.end of second step just from this and
N. of GPO , Hajratganj, connected to GPS 42
Civil lines, Lucknow

Differential Global Positioning System (DGPS) and Universal Transverse Mercator
(UTM) coordinates along the project road are given in Table 3.11.

UPEIDA 40


Table 3.11: DGPS and UTM Coordinates along the Project Corridor
SL. Point
No. ID Easting Northing RL Location
On Wall Top near Sarada canal and
1 GPS42 505558.620 2961593.578 122.297 Railway crossing
On Wall Top near Sarada canal and
2 GPS42A 505485.065 2961611.286 122.513 Railway crossing
3 GPS41A 506376.390 2959393.795 116.980 Near at Gosaigabi Road
4 GPS41 506349.019 2959355.931 116.846 Near at Gosaigabi Road
5 GPS40A 508731.161 2957593.355 116.166 Near at Km 4.300 at Raypur Road
6 GPS40 508796.551 2957589.156 116.254 Near at Km 4.300 at Raypur Road
7 GPS39A 510536.985 2956255.554 113.281 Near at Km 6.650 at Pahasa Road
8 GPS39 510587.976 2956229.371 112.098 Near at Km 6.650 at Pahasa Road
9 GPS38A 513515.529 2955100.433 112.076 Near at Km 9.900 at Kamalapur Road
10 GPS38 513560.803 2955152.191 112.606 Near at Km 9.900 at Kamalapur Road
11 GPS37A 517181.155 2953586.772 111.827 Near at Km 14.500 at RHS
12 GPS37 517266.440 2953587.773 111.741 Near at Km 14.500 at RHS
13 GPS36A 520142.216 2952688.290 117.769 Near at Km 17.500 at Mankapur Road
14 GPS36 520188.092 2952662.669 117.904 Near at Km 17.500 at Mankapur Road
15 GPS35A 522745.239 2951238.266 113.910 Near at Km 20.500 at Sultanpur Road
16 GPS35 522687.127 2951159.508 113.894 Near at Km 20.500 at Sultanpur Road
17 GPS34A 525518.843 2948708.797 114.433 Near at Km 24.310 at Jiroli Road
18 GPS34 525494.568 2948664.736 115.008 Near at Km 24.310 at Jiroli Road
19 GPS33A 528179.586 2947901.592 112.754 Near at Km 27.120 at Lalaikhair Road
20 GPS33 528116.131 2947802.834 112.384 Near at Km 27.120 at Lalaikhair Road
21 GPS32A 535112.431 2946680.565 112.723 Near at Km 34.950 at Haidargarh Road
22 GPS32 535103.802 2946750.163 112.586 Near at Km 34.950 at Haidargarh Road
23 GPS31A 539611.792 2942945.024 114.387 Near at Km 41.500 at RHS
24 GPS31 539586.613 2942889.703 114.390 Near at Km 41.500 at RHS

3.5 Structures
The type of foundation, span arrangement and the type of superstructure are based on
preliminary design only. The indicative GADs has been taken for costing purposes and
actual design will be carried out by EPC contractor.
3.5.1 Major Bridges
No major bridge has been proposed within ROW of the project stretch.

Table 3.12. Major Bridge Proposals

Sr. No. Chainage Proposed Span Arrangement Remark
Nil
3.5.2 Minor Bridges
There are 21(twenty one) number of minor bridges proposed within the ROW of the
project stretch and the same is given in Table: 3.13.

UPEIDA 41


TABLE 3.13: Minor Bridges on Expressway and Service Road
Sr. Proposed Total Right Skew Total Width on Total Width
No. Chainage Length (m) Expressway on service
Road
1 4+405 26.0 47 2 x 21.250 m 10.000 m#
2 9+580 32.0 0 2 x 34.400 m 10.000 m
3 11+770 18.0 30 2 x 21.250 m 10.000 m
4 13+675 54.0 0 2 x 21.250 m 10.000 m
5 14+630* 12.0 0 2 x 21.250 m 10.000 m
6 14+910 18.0 35 2 x 21.250 m 10.000 m
7 17+575* 21.0 11 2 x 21.250 m 10.000 m
8 19+425* 12.0 22 2 x 21.250 m 10.000 m
9 20+865 21.0 10 2 x 21.250 m 10.000 m#
10 21+665* 22.0 5 2 x 21.250 m 10.000 m
11 24+550 12.0 0 2 x 21.250 m 10.000 m
12 26+185 18.0 31 2 x 21.250 m 10.000 m
13 26+855* 16.0 9 2 x 21.250 m 10.000 m
14 27+600 32.0 0 2 x 21.250 m 10.000 m
15 30+940* 14.0 27 2 x 21.250 m Nil
16 32+710 12.0 0 2 x 21.250 m 10.000 m
17 33+650* 12.0 0 2 x 21.250 m 10.000 m#
18 34+310* 14.0 0 2 x 21.250 m 10.000 m
19 36+390 12.0 39 31.50m(LHS) 10.000 m
36.75m(RHS)
20 37+525 12.0 9 2 x 21.250 m 10.000 m
21 37+880 16.0 12 2 x 21.250 m 10.000 m
Note: 1 Deck Level for bridges on main carriageway should not be less than as given in
Road Profile; if required from hydraulic considerations it may be increased. The same
deck level as provided for bridges on main carriageway, shall be provided for bridges on
service road also (except bridges over canal on service road).
2 For Bridges over canals on main carriageway, the length of bridge will constitute of canal
section, it’s inspection road on one side and spoil bank on other side. The face of
abutment shall be beyond the toe of canal embankment as shown in the standard x‐
section of the canal or as per site condition, whichever is more. Minimum 5.5m vertical
clearance shall be provided for canal’s inspection road.
3 For Bridges over canals on service road, the service road and canal’s inspection road will
intersect each other at the same level. Deck level and span of bridge shall be fixed as per
hydraulic considerations subject to concurrence from the concerned department.
4‐* the structures at these minor bridge locations includes an underpass (min. 7.0m wide
and 5.5m vertical clearance) to serve as an nala/drain inspection road.
5-# the structures at these locations include minor bridges on service roads on both sides.
6‐ All structures having skew angle less than 10 degree shall be provided with ”Strip Seal
Expansion Joints with sinus plate”.
7‐ The work of major/minor bridge is inclusive of all protection works and guide bunds (if
required).

UPEIDA 42


3.5.3 Vehicular Underpass

5 (five) numbers of vehicular underpasses and 18 (eighteen) numbers of light vehicular
underpasses have been proposed within the ROW of the project Stretch and the same
are given in Table 3.14.

Table 3.14: Proposed Vehicular Underpasses & Light Vehicular Underpasses
within ROW of the Project Stretch

Proposed Vehicular Underpass (VUP)
Sr. Proposed Span
Chainage Remark
No. Arrangement
1 15+170 1 x 12.0 x 5.5 Gangagunj –Nagrao Road
2 20+530 1 x 12.0 x 5.5 Sultanpur – Machopur Road
3 25+830 1 x 12.0 x 5.5 Loni Katra – Kadipur Road
4 27+095 1 x 12.0 x 5.5 Lalaikhair – Haraiyapur Road
5 34+990 1 x 12.0 x 5.5 Barabanki – Haidargarh Road (MDR)

Proposed Light Vehicular Underpass (LVU)
Sr. No. Chainage Proposed Span Remark
Arrangement
1 4+230 1 x 10.5 x 4.3 Dal Khera ‐ Raipur
2 5+395 1 x 10.5 x 4.3 Iamalpur ‐ Nahiramau
3 6+550 1 x 10.5 x 4.3 Pahasa ‐ Dahiramau
4 8+350 1 x 10.5 x 4.3 Mahurakala
5 9+950 1 x 10.5 x 4.3 Barkamor – Hardaiya/Kamalpur
6 11+550 1 x 10.5 x 4.3 Hasanpur ‐ Shajadepur
7 12+450 1 x 10.5 x 3.5 Sahzadepur
8 14+090 1 x 10.5 x 4.3 Village Road
9 16+675 1 x 10.5 x 4.3 Badeha – Aadampur
10 18+550 1 x 10.5 x 4.3 Village Road
11 21+180 1 x 10.5 x 3.5 Kaboolpur ‐ Jalalpur
12 22+550 1 x 10.5 x 4.3 Gangapur – Shivnam
13 23+265 1 x 10.5 x 4.3 Bakhtawarpur ‐Rampur
14 24+310 1 x 10.5 x 4.3 Badreha ‐ Jiroli
15 28+785 1 x 10.5 x 4.3 Kakri ‐ Bijauli
16 29+905 1 x 10.5 x 4.3 Kakri ‐ Jalalpur
17 32+535 1 x 10.5 x 4.3 Gosaipurva ‐ Sultanpur
18 39+550 1 x 10.5 x 4.3 Village Road
3.5.4 Pedestrian Underpass
5 (five) PUPs have been proposed within the ROW of the project stretch to meet the
requirement as given in Guidelines for Expressways. The consultant ensured that the
location of proposed PUPs suits the agrarian traffic requirements. The list of proposed
PUPs within the ROW of the project stretch is given in Table: 3.15.

Table 3.15: Proposed Pedestrian Underpasses within ROW of the Project Stretch
1 2+065 1 x 7.0 x 3.0 Maghua ‐ Beli
2 15+890 1 x 7.0 x 3.0 Badhiya ‐ Bholapurva
3 27+520 1 x 7.0 x 3.0 Sultanpur ‐ Lalaikhera
4 35+490 1 x 7.0 x 3.0 Taragunj ‐ Rethi
5 38+150 1 x 7.0 x 3.0 Andau Mau ‐ Bharauli
UPEIDA 43


3.5.5 ROB
There are 2 (two) ROBs proposed along the project stretch as given in Table: 3.16.

Table 3.16: Proposed Rail Over Bridge (ROBs) within ROW of the Project Stretch
1 1+070 1 x 19.2 + 1 x 37.2 + 1 x 19.2
2 31+065 1 x 19.2 + 1 x 31.2 + 1 x 19.2
3.5.6 Flyovers and Interchange
There are 4 (four) flyovers proposed within the ROW of the project stretch. There are 2
(two) interchanges within the ROW as given in Table: 3.17.

Table 3.17: Proposed Flyover & Interchange
Sr. No. Chainage Type of Interchange Remark
1 0+525 Single Trumpet NH‐56 crossing
2 3+245 Flyover NH‐56B crossing
3 30+700 Flyover NH‐56 crossing
Diamond Interchange ‐ slip
4 36+860 SH‐13 crossing
road with Toll Booth
3.5.7 Culverts
There are 60 (sixty) Box Culverts proposed on main carriageway as well as on service
road within the ROW of the project stretch:

Table 3.18: Proposed Box Culverts on Main Carriageway & Service Road

Sr. No. Chainage Proposed Span Arrangement
0+000 1 x 3.0 x 3.0
1
0+330 1 x 3.0 x 3.0
2
1+480 1 x 3.0 x 3.0
3
2+575 1 x 2.0 x 2.0
4
3+015 1 x 2.0 x 2.0
5
3+530 1 x 3.0 x 3.0
6
4+105 1 x 2.0 x 2.0
7
5+125 1 x 3.0 x 3.0
8
5+695 1 x 2.0 x 2.0
9
6+155 1 x 3.0 x 3.0
10
6+680 1 x 3.0 x 3.0
11
7+060 1 x 3.0 x 3.0
12
7+365 1 x 2.0 x 2.0
13
7+940 1 x 3.0 x 3.0
14
UPEIDA 44



8+730 1 x 2.0 x 2.0
15
9+725 1 x 2.0 x 2.0
16
10+165 1 x 3.0 x 3.0
17
10+695 1 x 3.0 x 3.0
18
11+010 1 x 2.0 x 2.0
19
12+200 1 x 3.0 x 3.0
20
12+850 1 x 2.0 x 2.0
21
13+250 1 x 3.0 x 3.0
22
13+975 1 x 3.0 x 3.0
23
14+380 1 x 2.0 x 2.0
24
15+550 1 x 2.0 x 2.0
25
15+930 1 x 3.0 x 3.0
26
16+430 1 x 2.0 x 2.0
27
17+150 1 x 2.0 x 2.0
28
17+920 1 x 3.0 x 3.0
29
18+250 1 x 2.0 x 2.0
30
19+745 1 x 3.0 x 3.0
31
20+250 1 x 2.0 x 2.0
32
20+650 1 x 2.0 x 2.0
33
22+155 1 x 2.0 x 2.0
34
22+930 1 x 2.0 x 2.0
35
23+630 1 x 2.0 x 2.0
36
24+040 1 x 3.0 x 3.0
37
24+905 1 x 3.0 x 3.0
38
25+390 1 x 2.0 x 2.0
39
26+000 1 x 2.0 x 2.0
40
26+480 1 x 2.0 x 2.0
41
27+330 1 x 2.0 x 2.0
42
UPEIDA 45



27+750 1 x 3.0 x 3.0
43
28+500 1 x 2.0 x 2.0
44
29+060 1 x 2.0 x 2.0
45
29+510 1 x 3.0 x 3.0
46
30+115 1 x 2.0 x 2.0
47
30+500 1 x 2.0 x 2.0
48
31+560 1 x 3.0 x 3.0
49
32+145 1 x 2.0 x 2.0
50
33+040 1 x 3.0 x 3.0
51
34+080 1 x 2.0 x 2.0
52
34+580 1 x 2.0 x 2.0
53
35+170 1 x 3.0 x 3.0
54
36+105 1 x 2.0 x 2.0
55
37+720 1 x 2.0 x 2.0
56
38+070 1 x 3.0 x 3.0
57
38+700 1 x 2.0 x 2.0
58
39+350 1 x 3.0 x 3.0
59
40+175 1 x 3.0 x 3.0
60

UPEIDA 46


Chapter – 4
TRAFFIC, TOLL AND FINANCIAL STUDIES
4 Traffic, Toll and Financial Studies is given in a separate report.

UPEIDA 47


Chapter – 5
COST ESTIMATES
5 General
The cost estimates for the project are extremely important as its entire viability and
implementation depends on the project cost. Therefore, cost estimates and rate analysis
of the items have been carried out with due care. The project cost estimates have been
prepared considering various items of works associated with the identified proposals.
5.1 Methodology
The process involved in the preliminary cost estimation has been described under the
following sections.
5.1.1 Basic rates
The basic rates for each construction items were analyzed on the basis of MoRT&H
Standard Data Book and Uttar Pradesh PWD (National Highway) Standard Schedule of
Rates (2017‐2018) for material and Labour. The basic rates for each construction items
are analyzed on the basis of material study under taken the prices of construction
materials collected from various sources and on the anticipated distance of source to the
site of work.
For items where these rates are not available, the rates were taken from DSR and
further rates which are not available in DSR are adopted from market rates.
5.1.2 Quantification of Items / Quantities
The construction items covered in cost estimates are: site clearance, earthwork in new
embankment sub‐grade, pavement in carriageways and shoulders, culverts, bridges,
drainage and protection works, parking and lay‐byes, resettlements, land acquisition,
environmental protection, flyovers, electrification, toll plazas and miscellaneous items
which includes pavement markings, signs, guard rails, etc. Special consideration was
given for the stretches passing through hazardous conditions.
For estimation of quantities & costs, various work items have been grouped in Table 5.1.
Item Detailed Description
Site Clearance & Earthwork Clearing and Grubbing, Removal of stumps of
felled trees
Earth excavation
Fill by excavated earth
Sub‐grade
Earthen Shoulder
Sub‐base & Base Course Granular Sub‐base
Wet Mix Macadam
Bituminous Courses Prime coat
Tack Coat
Dense Bituminous macadam
Bituminous concrete
Bridges/FO/VUP/PUP/ROB Structures on Main Expressway with Service

Road and Link Road
Cross Drainage Structures RCC Box Culverts
UPEIDA 48


Drainage & Protective Works Open Drain along with Expressway and Service
Road
Road furniture and safety works Km stone, Hectometer stone Guard Stone Gantry
Signs & Markings Lamp Posts
Toll Plaza Toll Plaza
Miscellaneous Photographic records, Vehicles, wireless systems
Environmental Plan Including plantation on median
The quantities for the respective cost estimates have been computed as detailed below:
The earthwork quantities like roadway excavation and embankment have been
calculated by Bentley’s MX Road design software
The quantities for road pavement, base, sub‐base etc. for main carriageway and service
roads have been calculated through applicable typical cross section.
5.1.3 Centages
Besides the cost estimates, the following percentages have been added:
Labour Cess – 1%
Contingencies – 2.8%
Utility Shifting – 1%
Establishment – 0.5%
Agency Charges – 1%
Quality Control charges – 1%
Road Safety Audit charges – 0.5%
Supervision – 2%
Maintenance Cost for 5 years – 7%
Escalation for First Year – (2.5% x20%)
Escalation for Second Year – (7.5% x 40%)
Escalation for Third Year – (12.5% x 40%)
5.2 Specifications
The Specifications for various items of work have been assumed to follow the Guidelines
for Expressway (2010) and Manual of Specifications and Standards for Expressways
(IRC:SP:99‐2013) published by IRC, Government of India.
5.3 Cost Estimates
The Cost Estimates have been estimated for the project expressway (Package‐I). Cost
estimate includes cost for 6(six) lanes expressway and the cost of structures has been
adopted for 8(eight) lanes. The summary of cost estimates for Package‐I of the project
road is given in Table 5.2.
UPEIDA 49


Table E.5: Project Cost

Sr. No. Particulars Amount
1 Bill No. 1: Site clearance and Dismantling 2.86
2 Bill No. 2 : Earth Work 296.43
3 Bill No. 3 : Grannular Sub Base Courses and Base Courses ( Non- 212.18
Bituminous )
4 Bill No. 4 : Bituminous Courses 250.27
5 Bill No. 5 : Box Culverts 91.56
6A Bill No. 6A : Minor Bridges 262.58
6B Bil No. 6B : Major Bridges 0.00
6C Bill No. 6C : VUP/LVU/PUP 80.15
6D Bill No. 6D : ROB 68.28
6E Bill No. 6E : Flyover and NH & SH Crossing 91.99
6F Bill No. 6F : Interchange and Junctions 41.10
6G Bill No. 6G : Retaining Wall 24.57
7 Bill No. 7 : Drainage & Protective Works 91.29
8 Bill No. 8 : Traffic signs, Road markings and other road appurtenances 71.50
(1/3 rd Cost of Anti Glare Screen approved by EFC )
9 Bill No. 9: Toll Plaza 49.12
10 Bill No. 10: Approach to Wayside Amenities, Toilet block & Median 9.59
Opening
11 Bill No. 11 : Environmental Cost (Civil Works) 11.04
12 Bill No. 12 : Miscellaneous Works 20.71
13 Bill No. 13 : Additional Service Cost & Median Opening 0.00
15 Bill No. 15 : Airstrip
Civil Cost 1675.22
Project cost including Labour cess 1691.97

The above project cost is exclusive of Goods and Services Tax

UPEIDA 50


Chapter – 6
ECONOMIC STUDIES
6 Economic Studies is given a separate report.

UPEIDA 51


Chapter 7
ENVIRONMENTAL SCREENING AND PRELIMINARY ASSESSMENT
7.1 Background
The Uttar Pradesh Expressway Industrial Development Authority (Government of UP)
has been entrusted to develop the access controlled Purvanchal Expressway, which
traverses entire state to integrate creation of World Class infrastructure with industrial
and economic development, IIDC Limited has been engaged by UPEIDA to provide
technical support in the project preparation of the proposed Purvanchal Expressway.
Agra Lucknow section of this expressway is already under construction. This
expressway from Chand sarai in District Lucknow to Haidariya in District Ghazipur
(about 340.956 Kms) is being proposed to develop on EPC mode. The proposed
expressway will also have economic and industrial corridors along the link expressway
which will be connected to the proposed expressway. This proposed Expressway project
shall create immense employment opportunities to the local people of eastern region of
the State because of induced economic and industrial development. The proposed
expressway has been divided in 8 packages and the chainages of Package ‐ I is as
presented in Table below.
Table 7.1: Chainagewise details of Package I
Length
Package From To Chainage
(Kms)
Chand Sarai Sansara (‐)0+270 to
I 40.470
(Lucknow) (Barabanki) 40+200

The present environmental screening has been carried out for Package–I which is from
Chand Sarai in Dist. Lucknow (Km (‐)0+270 to Sanasra in Dist. Barabanki (40+200).
Environmental screening study has been carried out to identify critical issues and areas
that would be studied in detail for impact assessment, mitigation measures and
management plan. Further details will be taken up during subsequent stages of the
project preparation. This report has been prepared based mainly on field survey and
collection of secondary data.
In the screening stage, existing environmental set‐up of the study corridor in general i.e.,
the Corridor of Impact (CoI) and the existing Right of Way (RoW) in particular were
studied and is described in subsequent sections. The entire EIA study was carried out
within existing policy, legal and administrative framework considering the applicable
environmental legislation, regulations and guidelines.
The Right of Way (RoW) of the proposed expressway is 120 meter. The proposed
expressway will have 6‐Lane access controlled expressway and service roads on one
side of expressway. The connectivity to the proposed expressway will be through grade‐
separator such as clover leaf, underpasses and overpasses at pre‐defined locations.
Flexible pavements are proposed for main carriage way and service roads throughout
the expressway except at toll plaza where rigid pavements are being proposed. All
geometric design has been carried out as per the IRC and MoRT&H standards and
specifications. The design speed has been kept quite uniform, and design speed even at
curves is 120 kmph.
7.2 Description of the Project Area
The project districts are located in middle Gangetic Plains. The entire project area is is
alluvial plain formed by Ganga and its tributaries. The climate of project area is
predominantly subtropical & is characterized by hot summer and cool winter. Most of
UPEIDA 52


the rainfall occurs during the southwest Monsoon, (June to September). However winter
rainfalls (about 5 cm) takes place in the month of December and January. The area
experiences a dry period from February to June. There are three distinct seasons 1.
Monsoon 2. Winter, 3. Summer.
Environmental features along the alignment
Start point of
the project
Amethi
Distributary
NH731
(9k )
(0km)
Loni Nala
(9 km)
Bastia
Distributary (1
km
Loni Nala
(3.5 km)
Sarda Feeder
Canal(9.5 km)

Bahrauli
Distributory (17 km)
Loni Nala
(27km)
Railway (31 km)
NH 56 (31 km)
Haidgarh Drain
(37 km)
Railway (31 km) Sarai Chaube
(41 km)
NH 56 (31 km)

UPEIDA 53


(i) Forest Area: The Project Road from Chand Sarai (Dist. Lucknow) to Sansara (Dist.
Barabanki) traverses through the plain agricultural field. However, there are National
Highways, State Highways, railways and Canal crossings in the proposed Expressways.
The plantation area other than main carriageways is declared as protected forest in
Uttar Pradesh. List of such protected forest is presented in the Table below. This is to be
noted that the proposed expressways is not passing through any wildlife sanctuaries,
National Park or any other Eco sensitive areas.
Table 7.2: List of Forest Length along the Project Road
Chainage Protected / Reserved Forest Districts
1+070 Protected Lucknow
19+426 Protected Barabanki

(ii) Junctions: The project road traverses through various habitations and towns as
discussed earlier. Also, many cross roads join the project road at different locations. A
list of the entire cross roads is presented here below:
Table 7.3: List of Major/Minor Junctions
Sl. No. Chainage Category Surface Type Remarks
1. 0+000 NH 56 Bituminous

2. 36+860 SH 13 Bituminous
7.3 Baseline Environment Status
The project districts are located in middle Gangetic Plains Region of Uttar Pradesh. It is a
fertile alluvial plain drained by Gomti river and its tributaries. The average thickness of
alluvium is about 1300‐1400 meters. The project area is homogenous and featureless
plain with very little difference of elevation. The climate of project area is predominantly
subtropical & is characterized by hot summer and cool winter. About 90% of the rainfall
occurs during the southwest Monsoon, lasting from about June to September. The area
experiences a dry period from February to June. After February there is continuous
increase in temperature till May which is generally the hottest month. There are three
distinct seasons – Summer, Monsoon and Winter

UPEIDA 54


Table 7.4: Climatic Conditions of a Representative Location in the Project
Months Normal Warmest Coldest Normal
January 15.9°C 23.1°C 8.7°C 2
February 18.4°C 26.2°C 10.7°C 2
March 24.5°C 33.1°C 15.9°C 1
April 30.7°C 39.3°C 22.1°C 1
May 34.0°C 41.6°C 26.3°C 2
June 33.6°C 39.5°C 27.8°C 5
July 29.9°C 33.8°C 26.1°C 16
August 29.2°C 32.8°C 25.7°C 13
September 28.7°C 32.9°C 24.4°C 10
October 26.4°C 32.7°C 20.2°C 2
November 21.7°C 29.4°C 14.0°C 0
December 17.3°C 24.7°C 9.8°C 1

(i) Geology: The geological formation of the project area is of Pleistocene and
recent era because of deposition of alluvium in trough like depression between
Himalaya and Peninsular pleateau. The plain is divided in Khadar and Bhanger
area. The project area provides rich fertile soil for agricultural operations and
support dense population.
(ii) Soil Characteristics: The soils in the project area are alluvium and loam soils
which are generally light colored and fertile.
(iii) Hydrology: The project road crosses Loni near Lucknow and Gomti near
Amethi. A large number of small rivers and canal also crosses the proposed
expressways.
(iv) Ambient Air Quality: As the proposed expressways traverses through rural and
agricultural area, the Ambient air quality of the project road is generally
influenced by emissions from stationary sources like domestic sources from
various settlements, stone crushers operating in the area and from mobile
sources like the vehicles plying in the project area. Not many big industries are
found along the proposed expressway except few Sugar mill industries. All these
sources contribute to the local air pollution levels.
(v) Water Quality: Perennial water sources are River Gomti and Loni. Ground
water is also available. It expected that all important parameters falling within
the prescribed limit.
(vi) Ambient Noise level: Noise level in the project area is expected to be within
limit as the project passess through rural area.
(vii) Biological Environment: The proposed road passes through agricultural areas.
Important species are shissam, Teak, Mahaneem, Babul, Mahua, Sirash etc. The
fauna reported along the project road are Jungle Cat, Monkey, Fox, Jakal, Blue
Bull etc. however these are not going to be affected by the proposed work.
(viii) Land Environment: The main land use along the project road is agriculture,
followed by commercial, residential and forest areas. The project road is passing
mainly through agricultural area followed by commercial and forest areas. Other
than agriculture, commercial and industrial areas, residential areas contribute a
UPEIDA 55


significant percentage towards land use. Even though there are some small
industries and institutions along the project stretch, its contribution is
comparatively very low with the above mentioned land use pattern.
7.4 Scope of Work
The EIA has been included in project preparation to streamline environmental issues in
project design, constructional and operational stages. The scope of the Environmental
Impact Assessment as envisaged in the Terms of Reference (ToR) includes the delivery
of a EIA Report, which assess the impact of the project highway as per provisions of the
applicable laws and also identify a package of measures to reduce / eliminate the
adverse impacts identified during the assessment. This chapter deals with
environmental screening and preliminary environmental assessment for the feasibility
report for the project. The primary baseline data are being generated for air, water,
noise & soil.
7.5 Purpose / Objectives of the Environment Screening Exercise
Environmental assessment is a detailed process, which starts from the conception of the
project and continues till the operation phases. The steps for environmental assessment
are therefore different at different phases. The first steps for environmental assessment
are known as screening & scoping. It is a preliminary study for identifying major
environmental issues and their mitigation to be included in the design of the project.
As per EIA Notification, 2006 & its amendment a screening exercise shall be undertaken
by the State level Expert Appraisal Committee (SEAC) based on the Form 1 to classify
Category B projects further to determine the need for a detailed EIA.
This screening exercise is undertaken to identify environmental sensitive features and
to attribute these in the Project report and the Form 1.
7.6 Expected Benefits from the Project
The major benefits of the project are:
• The project would provide high speed connectivity from Eastern part of State to the
Western Part as well as to National Capital,
• This, in turn, would bring agricultural and industrial development in the region,
• The proposed project will create employment opportunity and occupational
transformation from agricultural sector to secondary and tertiary sector.
• The Expressway is proposed to be linked through Link Expressways from existing
and potential commercial/agriculture hubs and important cities, therefore the entire
region will be developed.
• The proposed expressway will provide faster health services to otherwise less
accessible medical facilities to rural population.
• Development of local industry like glass, perfume etc., agriculture and handicrafts.
• Development of tourism and pilgrimage
• Transportation, processing and marketing of agricultural products
• Better approach to medical & educational services and quick transportation of
perishable goods like fruits, vegetables and dairy products
• Improved quality of life of people
• Aggressive a forestation policy leading to development of avenue plantation and
thus overall green area.
UPEIDA 56


7.7 Methodology
7.7.1 Steps in Screening Process
Screening process mainly consists of the following types of activities:
7.7.2 Study of Background information
Study of Project Documents: the project documents have been studied to have the
under‐standing of the project objectives, its main components, its boundaries etc.
Study of Laws and regulations: Laws and regulations enacted by Government of India
and Uttar Pradesh state relevant to road construction and environment were studied.
Study of Guidelines, Standards etc.: Various documents and publications of the Ministry
of Environment and Forest (MoEF) and Indian Road Congress were studied for
screening exercise.
7.7.3 Reconnaissance Survey
A team of environmental and social experts shall carry out reconnaissance survey of the
project road. Important environmental components including water bodies, forests,
public utilities, community resources, cultural sites, high pollution zone, accident‐prone
areas etc. along the corridor shall be identified. On the basis of background information,
legal and pol‐icy positions etc. a checklist was prepared to conduct screening exercise.
Discussions with local people and administrators were also conducted to obtain their
opinion about the project.
7.7.4 Analysis of data and screening exercise
The data collected through the above steps shall be compiled to develop the
environmental scenario of the project area and the sensitive components within the
project area. The full road length and COI shall be put under screening to identify the hot
spot zones. The identification of hot spots in project area would help in further detailed
study and preparation of Environmental Impact Assessment report and Environmental
Management Plan for the project at later phase.
7.7.5 Types and Sources of Data Collection
7.7.5.1 Collection of Secondary Data
The work on data collection from the secondary sources is in progress. The objective is
to gather information for assessment of regional environmental status all along the
stretch in respect to physical and biological environment, secondary data on geology &
topography, soil & agriculture, land use, hydrology and water use, meteorology, and
socio‐economy and inventory of flora & fauna and also occurrence of any endangered
species from authentic and published sources. Following are some important
information available from secondary sources.
Table 7.5: Type of Information and Sources
Information Source
Demography Census of India, Government of Uttar Pradesh websites
Land use Survey of India Topo sheets, Government of Uttar Pradesh websites
Meteorology Primary Surveys, Meteorology Department, Government of Uttar
Pradesh websites
Forest Department of Forest, Government of Uttar Pradesh
District Profile Government of Uttar Pradesh websites
Geological Data Government of Uttar Pradesh websites

UPEIDA 57


7.7.5.2 Field Study / Monitoring / Laboratory Analysis for Generation of Primary Data
Field study / monitoring shall be carried out to generate and collect primary data in the
study corridor, which shall involve:
¾ Water quality monitoring at identified ground water and surface water locations
¾ Air quality monitoring at identified locations
¾ Ambient noise level monitoring at identified locations
¾ Enumeration of roadside trees
¾ Enumeration of flora and fauna found in COI
Presently Baseline Ambient Monitoring for air, water, noise & soil are in progress.
7.7.5.3 Rapid Assessment Survey
Rapid Assessment Survey (RAS) was undertaken to identify the Valued Ecosystem
Components (VECs) in the project corridors. Screening study encompasses identification
of “long list” of valued eco‐system components (VECs) in the project study area.
Table 7.6: Valued Ecosystem Components
Environmental
S.No. Valued Eco System Components
Attributes
1 Topography Terrain (Hilly to Plain)
2 Land use Agriculture: (Irrigated, Un‐irrigated); Settlements; Forest;
Notified Industrial Area / Estate; Grazing; Fallow; No
Development zone etc.
3 Water resources Water bodies like rivers, canals, reservoirs, lakes and ponds
– Crossings as well as water bodies with‐in project area
4 Forests & Wild • Designated Protected Areas like Biosphere Re‐serves,
Life Terrestrial or Marine National Parks, Sanctuaries, Tiger /
Elephant Reserves, Coastal Regulation Zone etc.) within
15 Km (aerial dis‐tances) from the proposed project
location boundary
• Migratory route / crossing of wild animals and birds
crossing project road
• Presence of RF, PF other forests within project area
5 Settlements Towns and villages abutting the road corridor
6 Sensitive Sensitive receptors such as educational and health facilities
Receptors within COI
7 Drinking water Total number of drinking water sources (wells, hand pumps,
sources community water points / taps etc.) within COI
8 Religious Temples, shrines, mosque, church, gurudwara etc. within COI
Structures
Road side Green Tunnels, Strip Plantation
Plantations
10 Cultural Number (total) of cultural properties (protected/ un‐
Properties protected archaeological monuments) within 500m from the
road
11 Market Places Number (total) of weekly market places / haats; grain / fruit
/ vegetable / fish market; cattle market within COI
12 Common Property CPRs such as pastures / grazing lands; seating are‐as of the
Re‐sources community; cremation/burial grounds etc. within / along the
RoW (All CPRs other than religious structures, drinking
water sources and bus stops) within COI
13 Other features Flood Plains; Soil Erosion; stone quarries etc.
UPEIDA 58


7.7.5.4 Identification of valued ecosystem components (VECs)
By combined local knowledge, scientific evidence and expert opinion, VECs that are
termed as ecological, social, economic and cultural was identified. Degree of importance
values varies with respect to significant environmental impacts. An approach of
“component‐impact” – wise ranking followed by a modified evaluation shall be adapted
for VECs observed within the COI and project area.
After identification and compilation of VEC list, assessment to what extent proposed
total road construction would affect each VEC has been made. To arrive at the nature
and significant impacts, numerical values were assigned for each VEC and combined
them all in a single overall measure of the impact. This is usually completed by a group
of people who is well versed with environmental science. There are number of
drawbacks in this procedure mainly due to over‐simplification. However, this method
gives an idea of wide range of environmental issues that need to be addressed.
7.7.5.5 Weight age / Ranking System
A weight‐age and ranking system has been developed so as to rank / weigh the various
VECs identified during the reconnaissance survey. The details are as below:
Table 7.7: Weight age and Ranking System Adopted
Environmental Total
Scoring Criteria Score
Attribute Weight
Natural Environment
Plains 1
Topography Rolling terrain 2
4 Flood plains/ Coastal belt 3
Hilly/Mountainous terrain 4
Vulnerability to natural Not prone at all 1
hazards (such as Rare occurrence 2
floods, cyclones, cloud 4 Prone to natural disasters/ risks 3
bursts. Landslide,
Highly prone to natural disasters(regular 4
subsidence,
occurrence)
earthquake etc.)
Surface water Number (average) of water 5 or less 1
resources bodies per km crossings as 6 to 10 2
5 well as water bodies within 11 to 15 3
100 m on either side of the
16 to 20 4
road
21 or more 5
Drainage conditions 5 Over topping and/ or water 2 or less 1
logging within 100 m on 3 to 4 2
either side of the road1 5 to 6 3
6 to 7 4
7 or more 5
Ground water 4 Is ground water availability/ Yes (if the 4
sources extraction an issue in project? project falls
partially or
fully within
dark or over
exploited
blocks)
Materials Availability 4 Availability of stone quarries Within 50 km 1
UPEIDA 59


Environmental Total
Attribute Weight
50 to 100 km 2
100 to 200 km 3
More than 200 4
km
Soil Erosion 4 Is soil erosion an issue in/ Not at all 1
along the sub project road To some extent 2
Critical 3
Very critical 4
Sub Total 30 ‐ ‐ ‐
Biological Environment
Designated Protected 10 Presence of designated Yes 10
Areas protected areas within 15 km No 0
from the proposed project
location boundary
Wildlife habitats 6 Occurrence outside Within 5 km 6
designated protected areas 5 to 10 km 4
from the proposed sub project 10 km or more 2
location boundary
Migratory route/ 6 Crossing project road or Yes 6
crossing of wild within 500 m from the No 0
animals and birds proposed project location
boundary
Reserved forests 5 Presence of RF within 100 m Yes 5
from either side of the existing No 0
central line
Protected or Other 5 Length of forests along the Less than 5 km 1
Forests road within 100 m from either 5 to 10 km 2
side of the existing Central 10 to 15 km 3
line
15 to 20 km 4
20 km or more 5
Green Tunnels 4 Length of green tunnel/s 2 km or less 1
within 30 m (on either side) 2 km to 5 km 2
along the road 5 km to 10 km 3
10 km or more 4
Road side trees (broad 4 Number of trees likely to be Upto 1000 1
estimate, specific affected 1000 to 2000 2
numbers, girth and 2000 to 4000 3
species details etc.
More than 4
Shall be presented)
4000
Total 40 ‐ ‐ ‐
Social Environment
Settlements 5 Total length of settlement 10 km or less 1
sections (both towns and 10 to 20 km 2
villages) abutting the road 20 to 30 km 3
corridor
30 to 40 km 4
40 km or more 5
Sensitive receptors 5 Number (total) of sensitive 10 or less 1
UPEIDA 60


Environmental Total
Attribute Weight
receptors within 50 m on 11 to 20 2
either side of the road ( such 21 to 30 3
as educational and health 31 to 40 4
facilities)
41 or more 5
Drinking water 4 Total no. Of drinking water 10 or less 1
sources sources (wells, hand pumps, 11 to 20 2
community water points/ taps 21 to 30 3
etc.) within COI
31 or more 4
Religious structures 4 Number (total) of religious 10 or less 1
structure (temples, shrines, 11 to 20 2
mosques, church, 21 to 30 3
gurudwaras) within COI
31 or more 4
Cultural Properties 4 Number ( total) of cultural 2 or less 1
properties ( protected/ 3 to 5 2
unprotected archaeological 6 to 8 3
monuments) within 500 m
More than 8 4
from the road
Market Places 4 Number (total) of weekly 5 or less 1
market places/haats; 6 to 10 2
grain/fruit/vegetables/fish 11 to 15 3
market; cattle market within
15 or more 4
COI
Common Property 4 Number (total) of CPRs (such 5 or less 1
Resources (All CPRs as pastures/grazing lands; 6 to 10 2
other than religious seating areas of the 11 to 15 3
structures, drinking community, cremation/ burial
15 or more 4
water sources and grounds etc.) within/ along
bus stops) the COI
Total 30 ‐ ‐ ‐
Grand Total 100 ‐ ‐ ‐
The total score of the project shall be calculated & sensitivity identified
7.8 Proposed Environmental Action Plans
There are various activities, which are envisaged to be carried out by the consultants.
Relevant environmental secondary data was collected to provide the overview and
details of the study corridor. The secondary data will be appropriately supplemented
with primary data collection and the required mitigation devised accordingly.
7.9 Environmental Impact Assessment
The environmental assessment will be conducted in accordance with the norms and
guide‐lines of the Government of India. Wherever possible and practicable, a
quantitative analysis would be performed. Following aspects will be given due
importance during assessment of impact and recommending remedial measures:
¾ Alignment of the project road and topographical changes
¾ Nature and quantum of automobile emissions
¾ Water requirement during construction and sources
¾ Noise levels during operation and noise control measures
¾ Loss of trees and compensatory plantation & afforestation
¾ Noise level, dust concentration and water logging near construction sites
UPEIDA 61


¾ Nature quantity and disposal of construction spoils
¾ Public health & sanitation and occupational health & safety of construction workers
¾ Population affected including weaker sections

7.10 Regulatory and Institutional Regime
This section elaborates on the various clearance requirements for the project from the
State Government and MoEF, GoI. Regulations containing procedures and requirements
that directly impact the project have also been assessed.
7.11 Environmental Legislations and their Implications / Application
The Government of India has formulated various policy guidelines; acts and regulations
aimed at protection and enhancement of environmental resources. The following tables
summaries the existing legislations pertaining to the project, the various clearances
required for the project and the status as on date.
Table 7.8: Relevant Environmental Laws & Regulations
Law / Implementing
Sl. Applicable Reason for
Regulation / Relevance / Responsible
No. Yes / No application
Guidelines Agency
1 The Environ‐ Umbrella Act. Yes All environ‐ MoEF, State
mental Protection and mental Department of
(Protection) improvement of the notifications, Environment &
Act. 1986, and environment. rules and Forest, CPCB
the Establishes the schedules are and SPCB
Environmental standards for issued un‐der
(Protection) emission of noise in the act
Rules, 1987‐ the atmosphere.
2002 (various
amendments)
2 The EIA Identifies expansion Yes The project MoEF / EC for
Notification, of National highways road is a new EAC,GOI
14th September greater than 30 Km state highway
2006 & involving additional project
subsequent ROW greater than
amendments 20m involving Land
Acquisition and all
new state highway
projects & state
highways expansion
project in hilly terrain
(above 1000 MSL)
and or ecologically
sensitive areas and
(item 7 (f) of
schedule) as one of
the projects requiring
prior clearance.
UPEIDA 62


Law / Implementing
Guidelines Agency
4 Notification for Reuse fly ash Yes Panki Thermal MoEF, SPCB
use of Fly ash, discharged from Power stations
3rd November Thermal Power located in 100
2009 Station to summarize Km radius of
land use for dispersal road
and summarize
borrow area material.
The onus shall lie
with the
implementing
authority to use fly
ash unless it is not
feasible as per IRC
5 The Water Central and State Yes Consent State Pollution
(Prevention and Pollution Control required for Control Board
Control of Board to not polluting
Pollution) Act, establish/enforce ground and
1974 water quality and surface water
effluent standards, during
monitor water construction
quality, prosecute
offenders, and issue
licenses for
construction/operatio
n of certain facilities.
6 The Air (Pre‐ Empowers SPCB to Yes Consent SPCB, GoUP
vention and set and monitor air required for
Control of quality standards and establishing
Pollution) Act. to prose‐cute and operation
1981 offenders, excluding of plants and
vehicular air and crushers
noise emission.
7 Noise Pollution Standards for noise Yes Construction SPCB, GoUP
(Regulation And emission for various machineries
Control) Act, land uses and vehicles to
1990 conform to the
standards for
construction
8 Forest Conservation and Yes Involvement of Department of
(Conservation) definition of forest forest land Forest, GoUP
Act, 1980 areas. Diversion of diversion for
forest land follows the the project
process as laid by the
act
9 Coastal Protect and manage No The project NA
Regulatory Zone coastal areas area is not
Notification, within
1991 designated
coastal zone
UPEIDA 63


Law / Implementing
Guidelines Agency
10 Wild Life Protection of wild life No No sanctuaries State Forest
Protection Act, in sanctuaries and / national park Department,
1972 National Park within 10 Km MoEF
11 Ancient To protect and No No NA
Monuments and conserve cultural and Archaeological
Archaeological historical re‐mains monument
sites and found. along the
Remains Act , project road
1958
12 The Motor Empowers State Yes All vehicles State Motor
Vehicle Act. Transport Authority used for Vehicles
1988 to enforce standards construction Department
for vehicular will need to
pollution. From com‐ply with
August 1997 the the provisions
“Pollution Under of this act.
Control Certificate is
issued to reduce
vehicular emissions.
13 The Explosives Sets out the Yes If new Chief
Act (& Rules) regulations as to quarrying Controller of
1884 (1983) regards the use of ex‐ operation is Explosives
plosives and started by the
precautionary concessionaire
measures while / contractor
blasting & quarrying.
14 Public Liability Protection to the Yes Hazardous State Pollution
And Insurance general public from materials shall Control Board
Act,1991 accidents due to be used for
hazardous materials road
construction
15 Hazardous Protection to the Yes Hazardous State Pollution
Wastes general public against wastes shall be Control Board
(Management improper handling generated due
and Handling) and disposal of to activities
Rules, 1989 hazardous wastes like of
maintenance
and repair
work on
vehicles
16 Chemical Protection against Yes Handling of District & Lo‐
Accidents chemical accident hazardous cal Crisis
(Emergency while handling any (flammable, Group headed
Planning, hazardous chemicals toxic and ex‐ by the DM and
Preparedness resulting plosive) SDM
and Response) chemicals
Rules, 1996 during road
construction
UPEIDA 64


Law / Implementing
Guidelines Agency
17 The Building Employing Labour / Yes Employing District Labour
and Other workers Labour / Commissioner
Construction workers
Workers
(Regulation of
Employment
and Conditions
of Service) Act,
1996

7.12 Environmental Categorisation
This project shall be considered as a new State Highway project which should generally
fall under Category ‘B’ project as per the EIA Notification of September 2006 but the
project ends within the 10 km radius of Bihar State, it has been categorized as category
A project. , Therefore, EC shall be carried out from EAC, MoEF, Government of India.
7.13 Environmental Permits / Approvals Required
The summary table showing time requirements for agency responsible for obtaining
clearance, and a stage at which clearance will be required is given below:
Table 7.9: Summary of Clearances & NOCs Applicable
Sl. Type of Statutory Project Time
Applicability Responsibility
No clearance Authority stage Summary
1 Prior SEIAA Is a category B Pre 7‐12 UPEIDA
Environmental project construction months
Clearance
3 Diversion of Chief Wild Project road Pre 3‐36 UPEIDA
Sanctuary land Life Warden passes within construction months
/ Permission 10 Km of xxx /
for road any sanctuary
construction
4 Forest State Applicable for Pre 6‐8 UPEIDA
Clearance Department diversion of construction months
of forest land
Environment
and Forest
and MoEF
5 Tree felling State Felling of trees Pre 15 days Contractor
permission Department construction
of
Environment
and Forest
6 NOC And State For Constructio 2‐3 Contractor
Consents Pollution establishing n (Prior to months
Under Air , Control plants work
Water, EP Acts Board initiation)
& Noise rules
of SPCB
UPEIDA 65


Sl. Type of Statutory Project Time

Applicability Responsibility
No clearance Authority stage Summary
7 NOC And State For operating Constructio 1‐2 Contractor
Consents Pollution Hot mix n (Prior to months
Under Air , Control plants, work
Water, EP Acts Board Crushers and initiation)
& Noise rules batching
of SPCB plants
8 Permission to State Storage and Constructio 2‐3 Contractor
store Pollution Transportatio n (Prior to months
Hazardous Control n Of work
Materials Board Hazardous initiation)
Materials and
Explosives
9 Explosive Chief Storage of ex‐ Constructio 2‐3 Contractor
license controller of plosive n (Prior to months
explosives materials work
initiation)
10 NOC under State Disposal of Constructio 2‐3 Contractor
Hazardous Pollution bituminous n (Prior to months
Waste Control wastes work
(Management Board initiation)
and Handling)
Rules, 1989
11 PUC certificate Department For all Constructio 1‐2 Contractor
for use of of Transport construction n (Prior to months
vehicles for vehicles work
construction initiation
12 Quarry lease Dept. of Quarrying and Constructio 2‐3 Contractor
deeds and Geology and borrowing n (Prior to months
license Mines operations work
initiation)
13 NOC for water Ground Ground water Constructio 2‐3 Contractor
extraction for Water extraction n (Prior to months
construction Authority work
and allied initiation)
works

7.14 Existing Institutional SetUp
The project has been initiated and is being carried out by the UPEIDA. The primary
responsibility of the project rests with the UPEIDA in providing encumbrance free ROW
to the EPC contractor who shall implement the project.
The main government agencies who uphold the implementation of the various environ‐
mental legislations are:
¾ Ministry of Environment and Forests, Government of India (MoEF), New Delhi
formulates and regulates all country level legislations besides giving prior
environmental clearances through a committee for category A projects, wild life
clearances and forest diversion clearances
¾ Central Pollution Control Board (CPCB) monitors and implements pollution related
legislations
UPEIDA 66


¾ State Pollution Control Board monitors and implements pollution related

legislations in the state besides giving NOC for establishing and operating plants
under air and water acts
¾ State Department of Forests gives permission for forest diversion and felling of trees
7.15 Mitigation and Enhancement Measures
7.15.1 General
The negative impacts of road projects can be reduced or summarized only if proper
safeguards are put in place during the design and construction stage itself. These can
include reducing pollutant discharge from the harmful activities at source or protecting
the sensitive receptor. An effective mitigation strategy will summarized a combination
of both options to arrive at practically implementable measures. Conscious efforts shall
be worked out to summarized any adverse impacts on the various environmental and
social components. Where the impacts on various environmental components shall be
unavoidable, suitable mitigation designs
Table 7.10: Summary of Mitigation
Sl. No Potential impact Mitigation / Enhancement
1 Change in Geology • Quarry Development Plan shall be enforced.
2 Change in Seismology • All structures to be checked and complied with the
seismological settings of the region (Zone)
3 Loss of land • Alignment selected to have maximum exposure of
govt. & barren land
4 Generation of Debris • Disposed properly to avoid contamination.
5 Soil Erosion • Embankment protection through stone pitching &
Turfing
• Residual spoil need to be disposed properly
• Silt Fencing need to be provided
• Quarries need to be reclaimed
6 Contamination of Soil • Hazardous Wastes (Management and Handling)
Rules, 1989 to be enforced.
• Oil Interceptor will be provided for accidental spill
of oil and diesel
• Rejected material will be laid as directed by
engineer.
• Septic tank will be constructed for waste disposal.
7 Soil quality monitoring • Measures will be revised & improved to mitigate /
enhance environment due to any unforeseen
impact.
8 Scarified Bituminous • No scarification involved.
Wastes • In case contractor decides to scarify then the
material to be reused in the GSB layer.
• Non reusable Bituminous wastes to be dumped in
30cm thick clay lined pits with the top 30cm layer
covered with good earth for sup‐porting
vegetation growth over a period only after
obtaining permission of Independent Consultant
9 Scarified Non • Used in the normal GSB layer (not the drainage
Bituminous Material layer)
10 Cut material • Reused as embankment, median & shoulder fill
materials
UPEIDA 67



• Excess material to be used for filling up of borrow
areas identified by the contractor and approved
by the Independent Consult‐ant/Authority
Engineer
11 Construction debris • Guidelines for Identification of Debris Disposal
generated from Sites & Precautions and Guidelines for
dismantling of Rehabilitation of Dumpsites, Quarries and Bor‐
structures row Areas shall be framed
12 Soil Contamination due • An emergency response team to be created. The
to accident spills team shall contain members of the district and
police administration and also have specialist in
remediation. Responsibility of Contractor to
inform the team to take actions. The roles and
responsibility of the members of the ram shall be
framed in conjunction with all the parties to
address the situation arising out of the accidental
spills resulting in situation like water and soil
contamination, health hazards in the vicinity of
the accident spot, fire and explosions etc.
• During construction, the contractor described
previously. Fuel storage will be in proper bunded
areas.
• All spills and collected petroleum products to be
disposed off in accordance with MoEF and SPCB
guidelines and as per the directions of the
Emergency Response team.
• Fuel storage and fuelling areas will be located at
least 300m from all cross drainage structures and
significant water bodies.
13 Runoff and drainage • Improvements of design shall lead to less
accidents and hence less spillage of oil and grease
• Silt fencing to be provided
• Recharge well to be provided to compensate the
loss of pervious surface
14 Operation of residential • Vehicle parking area will be made impervious
facilities for labour using 75 mm thick P.C.C. bed over 150 mm thick
camps, Vehicle parking rammed brick bats. The ground will be uniformly
areas sloped towards to adjacent edges towards the
road. A drain will take all the spilled material to
the oil interceptor
15 Meteorological factors • Comprehensive afforestation
and climate • Avenue plantation
• Shrub plantation in the median / island
16 Dust generation • Sprinkling of Water
• Fine materials to be completely covered, during
transport and stocking.
• Plant to be installed in down wind direction from
nearby settlement
17 Gaseous pollutants • Air pollution Norms will be enforced.
• Labourers will be provided mask.
• Local people will be educated on safety and
UPEIDA 68



precaution on access roads, newly constructed
embankment etc.
18 Air quality emissions • Compliance with future statuary regulatory
requirements
19 Air quality monitor‐ing • Measures will be revised & improved to mitigate
enhance
20 Alteration of Cross • Widening & construction of bridges, there will be
Drainage an improvement in the drainage characteristics of
the project area.
21 Water requirement for • Contractor needs to obtain approvals for taking
project adequate quantities of water from surface and
ground water sources.
• This is required to avoid depletion of water
sources.
• Water harvesting structures to be provided.
22 Increased • Silt fencing to be provided
sedimentation • Guidelines for Sediment Control to be framed
23 Contamination of • Hazardous wastes (Management and Handling)
Water Rules, 1989 to be enforced.
• Oil Interceptor will be provided for accidental spill
of oil and diesel.
• Rejected material will be laid as directed by IC.
• Septic tank will be construction for waste disposal.
24 Water quality • Measures will be revised and improved to mitigate
monitoring / enhance environment due to any unforeseen
impact.
25 Noise mitigation for • Options for Noise barriers to be analysed
Sensitive receptors • No Horn Zone sign Post.
26 Noise Pollution (Pre‐ • Machinery to be checked and complied with noise
Construction Stage) pollution regulations.
• Camps to be setup away from the settlements, in
the down wind direction
27 Noise Pollution • Camps to be setup away from the settlements, in
(Construction Stage) the down wind direction.
• Noise pollution regulation to be monitored and
enforced.
• Temporary as the work zones will be changing
with completion of construction
28 Noise Pollution • Will be compensated with the uninterrupted
(Operation Stage) movement of vehicles
29 Noise Pollution • Measures will be revised and improved to
Monitoring mitigate/ enhance environment due to any
unforeseen impact.
30 Forest area • Minimum acquisition of land
• Permission for acquisition from forest department
as per Forest Act
• Plantation of trees as per Forest Department
31 Trees Cutting • Compulsory tree plantation in the ratio of 1:2.
• Option of compensatory afforestation through
Forest Department.
• Identification of incidental spaces for plantation
UPEIDA 69



along corridor, where ever possible
32 Vegetation • Clearing and grubbing will be summarize
• Exposed surface like embankment slopes will be
protected with stone pitching and turfing.
• Open land in and around plant will be vegetated

7.16 Construction Related Activities
Most of the direct impacts of a road project occur during the construction stage. This
stage is also important since the people living near the sites are inconvenienced without
the collateral benefits of a functional road. Moreover, construction related activities are
confined within an identifiable boundary and so is the affected population. It is also the
stage of the project when the UPEIDA, can exercise maximum control to ensure that the
environmental impacts are summarize.
Most of the mitigation measures can be incorporated as good engineering practice
during the design phase itself thus ensuring the mainstreaming of environmental
concerns early in the project. Adherence to design drawing and specifications will
reduce the adverse impacts during construction to within acceptable levels. Moreover,
continuous supervision of construction activity can also work as a deterrent to errant
summarize. Therefore, incorporating environmental provisions within the construction
contracts becomes vital to ensure effective implementation of mitigation measures
during construction stage of the project it‐self.
7.17 Road Transportation Issues
Issues related with transportation along improved roads are beyond the control of the
proponent, in most cases. The predicted timeframes are quite long and the mitigation
for most impacts is beyond UPEIDA jurisdiction. They require intervention from
agencies such as the revenue authorities, the motor vehicles department and the police
to mitigate encroachment, increased roadside pollution due to vehicular emissions and
accidents etc. The UPEIDA can from its side carry out the maintenance of the roads at
specified intervals and act as the co‐ordination agency for road transportation related
impacts.
7.18 Hotspot Mitigation
There are several locations where undesirable impacts of the project occur which can be
easily distinguished due to their unique characteristics. These are termed as ‘hotspots’.
Targeted interventions can help reduce the undesirable impacts to within acceptable
limits. These can either be built into designs for road construction as part of good
engineering practice or specific mitigation measures can be detailed and separately
implemented.
Though the former is always more desirable, it may be difficult to achieve during project
preparation for a variety of reasons. Irrespective of the route adopted, hotspot
mitigation is a definite value‐addition to any project and should always form a basis for
‘selling’ the project to the host communities.
7.19 Land Acquisition Mitigation Measures
Based on the preliminary survey conducted and information on RoW obtained so far, the
land required for widening of the existing road and acquisition to provide a 120m wide
RoW for the project shall include agricultural, barren / fallow lands & governmental
lands. Care shall be taken to minimize land acquistion. In order to mitigate the ensuing
negative impacts of the land acquisition a resettlement and rehabilitation (R&R) policy
UPEIDA 70


shall be pre‐pared based on the National Policy of R&R. The salient features of the
mitigation measures are:
¾ Wherever possible, displacement shall be reduced or avoided altogether by sensitive
design of civil works (e.g. alternative designs or modification to the design).
¾ Where displacement is unavoidable, those displaced will have their living standard
improved.
¾ PAPs will be compensated, at replacement cost, for assets lost. Adequate social and
physical infrastructure will be provided.
¾ PAPs and lost community would be encouraged to participate in the implementation
of RAP.
¾ An entitlement policy shall be worked out as part of the RAP and will deliver a
comprehensive package of compensation and assistance to entitled persons, families
groups suffering losses as a result of the project.
7.20 Safety
The project design shall take care of safety measures for road users. Safety of
pedestrians as well as of the vehicles plying on the road shall be given highest
importance and adequate measures shall be incorporated in the design of the alignment.
Beside the divided carriageway designed for the project, service roads are also
proposed. Signboards indicating construction sites on the road and flags shall be
erected. All the signboards giving caution and barricades for diverting the traffic shall be
as per MoRT&H / IRC specifications.
7.21 Environmental Mitigation Measures
The following mitigation measures shall be considered at the detailed design stage:
• Up gradation of existing approach roads to the highway
• Adequate drainage facilities along the road
• Provision of service roads
• Appropriate noise barriers at sensitive locations
• Development of strip plantation on both sides and median shrubs
• Regular monitoring of ambient air quality, noise level and water quality during
construction
• Grade separation at interchanges
7.22 Enhancement Opportunities
Enhancements specifically refer to these positive actions to be taken up during the
implementation of the project for the benefit of the road users and the communities
living close to project road alignment. The following enhancement opportunities shall be
explored as part of the detailed project report:
• Day‐tourism potential along roadsides
• Water storage capacity for settlements
• Bus bay and Truck lay bye
• Wayside amenities
• Road signs, illuminations and pavement markings
• Introduction of ambulance services to transport serious accident cases
The enhancements have been carried out with the following objectives:
• To enhance the appeal and environmental quality of the project road to the users;
• To enhance visual quality along the highway; and
• To generate goodwill amongst the local community towards the project, by the
enhancement of common property resources
UPEIDA 71


7.23 Landscaping and Arboriculture
A proper landscape shall be provided along the highway alignment to fit in with the
surroundings for pleasing appearance reduce headlight glare and adverse
environmental effects such as air pollution, noise pollution and visual intrusion. The
proposal for future landscaping shall include the following:
o Treatment of embankment slopes as per IRC: 56 – 1974, depending upon soil type
involved
o Turfing of slopes of high embankment for controlling rain and wind erosion
o Planting of low height shrubs on medians for reducing glare effect and visual
intrusion
o Planting of trees along ROW as part of compensatory afforestation
o Grading of ground between the embankment toe and ROW and provision of surface
drain along the ROW. This will help in physical delineation of the ROW and avoid
encroachment at later date
o Unlined drain shall be provided taking in to account the ground water recharging
arrangement at required locations
o Water harvesting structures shall be provided
7.24 Recommendations & Conclusion
The screening report is a step towards preparation of environmental impact assessment
report. The screening process as described in previous sections has 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 have to be considered from the
inception of the project, which will reduce the detrimental effects of project appreciably.
These are:
The project is a Category A’ project and hence Prior Environmental Clearance is
required from EAC,GOI as per EIA notification of Sept 2006 and its subsequent
amendments
o The project road doesn’t falls within 10 Km of any Wild life sanctuary & hence shall
not require any clearance / permissions from the Wild Life Authorities
o A number of trees need to be felled for the project
o There shall be some displacement of the local populace as land has to be acquired
o Some structures including houses and shops shall be affected due to the project
o Environmental considerations shall be included in the project activities from the de‐
sign stage
o The proposed alignment has been designed considering the design criteria laid in
IRC 38, 1988 & IRC SP 23, 1983
o The alignment tries to avoid schools, temples and other public utilities as far as
possible. Provision of access roads, service roads and noise barrier in the form of
compound walls and plantation to be carried out
o Arrangement for alternative public utilities would be done before impacting them
during construction or operation and this shall be part of project planning
o Attempt shall be made to keep removal of trees to minimum. Re‐plantation
programme shall be designed before hand and compensatory afforestation would be
simultaneously carried out
o Construction workers’ camp utilities would be provided to avoid impact on local
environment
o With the above approach to design, construction and operation the project will be
environmentally feasible.

UPEIDA 72


Chapter8
SOCIAL SCREENING AND PRELIMINARY ASSESSMENT
8.1 Introduction

The Uttar Pradesh Expressway Industrial Development Authority (Government of UP)
has been entrusted to develop the access controlled Purvanchal Expressway, which
traverses entire state to integrate creation of World Class infrastructure with industrial
and economic development. Important benefits of the project are (i) The project would
provide high speed connectivity from Eastern part of State to the Western Part as well as
to National Capital, (ii) This, in turn, would bring agricultural and industrial
development in the region, (iii) The proposed project will create employment
opportunity and occupational transformation from agricultural sector to secondary and
tertiary sector, (iv) The Expressway is proposed to be linked through Link Expressways
from existing and potential commercial/agriculture hubs and important cities, therefore
the entire region will be developed, (v) The proposed expressway will provide faster
health services to otherwise less accessible medical facilities to rural population.

The entire 340.956 kms of Purvanchal expressway has been divided in 8 packages. This
social screening report is prepared for Package–I from Chand Sarai (‐)0+270 in
Lucknow District to Sansara (40+200) in Barabanki District. Social screening study has
been carried out to identify critical issues and areas that would be studied in detail for
impact assessment, mitigation measures and management plan. Findings of the
screening and preliminary assessment are presented in this report. Further details will
be taken up during subsequent stages of the project preparation. This report has been
prepared based mainly on field survey and collection of secondary data.

8.2 Description of the Project
The Right of Way (RoW) of the proposed expressway is 120 meter. The proposed
expressway will have 6‐Lane access controlled expressway and service roads on one
side of expressway. The connectivity to the proposed expressway will be through grade‐
separator such as clover leaf, underpasses and overpasses at pre‐defined locations.
Flexible pavements are proposed for main carriage way and service roads throughout
the expressway except at toll plaza where rigid pavements are being proposed. All
geometric design has been carried out as per the IRC and MoRT&H standards and
specifications. The design speed has been kept quite uniform, and design speed even at
curves is 120 kmph.
8.3 The Project Area
The project districts are located in middle Gangetic Plains. The entire project area is
alluvial plain formed by Ganga and its tributaries. The climate of project area is
predominantly subtropical & is characterized by hot summer and cool winter. Most of
the rainfall occurs during the southwest Monsoon, (June to September). However winter
rainfalls (about 5 cm) takes place in the month of December and January The area
experiences a dry period from February to June. There are three distinct seasons 1.
Monsoon 2. Winter, 3. Summer.

Table 8.1 : Demographic Profile of the Project Districts
Literacy
Sl. Total Population Area
From (in %)
No. Male Female (in Sq. Km) Male Female
1. Lucknow 2,394,476 2,195,362 2528 82.56 71.54
2. Barabanki 1,707,073 1,553,626 4,402 70.27 52.34
UPEIDA 73


As presented in Table 8.2, Total non‐workers population in Lucknow District is 30.04
lacs and in Barabanki about 20.67 lacs.

Table 8.2: Details of Districtwise Workers
Total Population Main Marginal Non
District Workers
Urban Rural Worker Worker Workers
Lucknow 3,038,996 1,550,842 1,542,806 1,152,285 390,521 3,047,032
Barabanki 2,927,736 3,302,47 1,192,850 834,294 358,556 2,067,849

Villages: The project road from Chand Sarai in Dist. Lucknow to Sansara in Dist.
Barabanki traverses mainly through rural areas. Important urban settlements along the
proposed expressways, which are District headquarters also are Lucknow and
Barabanki. About 33 villages are along the proposed expressways. Detailed list of
villages is presented in the Table below:
Table 8.3: Details of Village
Sr. District Tehsil Village Name in Package I
No.
1 Lucknow Mohanlalganj Chand Sarai, Maghua, Beli, Siwlar, Dehra Mau, Pahasa,
Mahurakala, Echwaliya, Panjsara, Hasnapur,
Jaukhandi, Sahzadepur, Adampur Naubasta,
Rasoolpur Ashik Ali
2 Barabanki Haidergarh Sarai Pandey, Kaboolpur, Shivnam, Gangapur,

Ramipur, Jarauli, Narendrapur Madraha, Akhaiyapur,
Kakri, Trivediganj, Bara, Jalalpur, Rauni, Daudpur,
RithiSikandarpur, Gharkuiya, Anandau Mau,
Bamhrauli, Sansara

Table 8.4: Important Demographic Indicators of the Project Districts
Item Lucknow Barabanki
Actual Population 4,589,838 3,260,699
Male 2,394,476 1,707,073
Female 2,195,362 1,553,626
Population Growth 25.82% 21.96%
Area Sq. Km 2,528 4,402
Density/km2 1,816 741
Proportion to UP Population 2.30% 1.63%
Sex Ratio (Per 1000) 917 910
Child Sex Ratio (0‐6 Age) 915 932
Average Literacy 77.29 61.75
Male Literacy 82.56 70.27
Female Literacy 71.54 52.34
Total Child Population (0‐6 Age) 543,641 519,867
Male Population (0‐6 Age) 283,952 269,084
Female Population (0‐6 Age) 259,689 250,783
Literates 3,127,260 1,692,458
Male Literates 1,742,440 1,010,518
Female Literates 1,384,820 681,940
Child Proportion (0‐6 Age) 11.84% 15.94%
Boys Proportion (0‐6 Age) 11.86% 15.76%
Girls Proportion (0‐6 Age) 11.83% 16.14%
UPEIDA 74


8.4 Methodology for Social Assessment
The methodology and approach which shall be adopted for the preparation of Social
Impact Assessment (SIA) and Resettlement Plan has been summarized in Figure 8.2.
In order to assess the extent of losses, measurement and survey of structures and other
assets shall be carried out. To quantify losses, designs shall super‐imposed on revenue
maps. Basic schedule of rate (BSR) and market values shall be collected and accounted
in the valuation of assets and properties to finalize budgetary requirement for
compensation. Consultation with key stakeholders including project functionaries at
different levels has provided needed information to develop institutional mechanism for
the preparation of RAP. Following section highlights data sources and activities to be
carried out for the preparation of SIA Report.
8.5 Data Sources
Data from Secondary Sources
Following information shall be collected from the published documents to appreciate
the project background, land ownership status, and statistical information required for
baseline information.
• The Right to Fair Compensation and Transparency in Land Acquisition 2013,
• Primary Census Abstract, District Census Handbook 2011,
• Statistical Abstract GoUP,
• District wise Socio‐Economic Indicators (Directorate of Economics & Statistics,
GoUP),
• Acts and Policies of Government of India and Government of Uttar Pradesh
related to R&R and Land acquisition, and
Data and information from Primary Sources
• Structured Survey ‐ Baseline and Census survey in a prescribed format
• Public Consultation
• Consultation with key informant
• Interviews with important secondary stakeholders
• Public Hearing

UPEIDA 75


Social Impact Assessment and Resettlement Action Plan
Preparation and Preparation of Questionnaire
Capacity building Training
Kick‐off
Methodologies for Social Impact Assessment
Desk Review Field based
Background information about the Visually identify problematic

project highway area.Social, historical
& cultural background of the districts Identification of problematic
stretches with respect to
Study of demographic, social, economic congestion and encroachments
& growth patterns of population of the
Master Plan Road Consultation process to obtain
the views and possible solutions
Detailed study of demographic features
from the local people, NGOs and
of project district, villages and towns
Detailed assessment of all social and Estimate the total number of
economic studies of the area. persons affected with the
Identification of critical area based on

selected social, economic and Identify cases (if any) of likely
impact on indigenous people/
Establish the likely type of economic
and social impact on people: Number of project affected
Important social, economic persons and families
indicators of each household levels Area measurement of structures
Market surveys to establish the cost and land coming within the COI.
for land and assets that being Assessment of other immovable
acquired.
Construction typology of each
structure: pucca, semi‐pucca etc.
Develop a training program to
strengthen SIA team of Punjabi
Public Consultation with the
U i i
likely affected groups, NGOs,
district administration and other
Identify the vulnerability status
(poverty level, SC/ST status etc.)
SOCIAL IMPACT ASSESSMENT
REPORT

Resettlement Action Plan
Fig. 8.2: Social Impact Assessment (SIA) and Resettlement Flow Chart
UPEIDA 76


8.6 Description of Methodologies: Following section describes steps taken to prepare SIA.
StepI Desk Review:
This review has been carried out to understand the extent of land acquisition, applicable
Government Acts and policies, socio‐economic characteristics of the project area,
categorization of socially and economically disadvantaged groups, technical
considerations etc.
Step II: Training and Capacity Building
Field level Enumerators with sociological research background from University shall
selected. Explanation of terms used in the questionnaires, methods of getting
information from potential PAPs, mechanism of social behavior, Strategy of
communication with respondents etc. shall part of the training program. During training
sessions, enumerators shall exposed to role play of PAPs, to make them conversant with
the situations in the field and approach required for collection of information through
questionnaires, understanding and appreciating local situations etc. The survey team
shall be mobilized in the field after testing of questionnaire in the project area on May
2016.
Step III: Preparation of Strip Maps
In order to assess impacts on local population resulting from the proposed project
interventions, structures (if any) coming within the RoW shall be marked, measured and
recorded on a strip map. The strip map shall be verified through Transact walk. Extent
of loss was determined by measuring the distance of the structure from the proposed
centerline (Fig 8.3).
Chainage 0.000 Start of Project
Distance and Location of

Health Facilities Distance and Location of
WaterBodies(Ponds)
Distance and Location of Extension and Location of

Educational Institutes ReserveForests within PIA
Distance of Residential/Commercial
structure from Central Line
Major junctions (Width and length)
Distance and Location of Religious

Distance of Other social Structures (Temples/Mazars/Chabutara,etc.)
receptors like Marriage from center line
Hall,etc
Chainage 1.000
Expressway
i

Fig. 8.3: Data Collection Format for Strip Map Preparation
UPEIDA 77


Step IV: Identification of Affected Land
For identification of the affected lands and potential PAFs, Social teams shall visit to the
Expressways alignment along with the drawings of the proposed expressways true to
scale and Sajara (revenue) maps for site verification. The corridor of impact (proposed
RoW(120 m) for road construction) shall be marked in the field at 100m intervals in
straight portion and 50 meters interval at curves. Accordingly, proposed Corridor of
Impact (CoI) shall be superimposed on Sajara map to assess the exact extent of land
required to be acquired/appropriated. This included measurement of Center line from
the fixed boundary stone of villages in the field and from the fixed location of boundary
stone as shown in Sajara map (coordinates of village maps). On identification of affected
plots of land and owner, the social teams will visit the household for survey.

Step V: Census and Baseline Survey
On identification of actual impacts and list of affected persons (titled and non‐ titled),
questionnaires shall designed for the Census Survey and baseline socioeconomic survey.
These formats shall be canvassed with the potentially affected people. The
questionnaires included details regarding social and economic aspects of the affected
persons such as demographic features (age sex composition, marital status etc) and
economic information (occupation, sources of income, movable and immovable assets)
of the households, expected losses(loss of residential/commercial or other properties as
well as type of structure (such as pucca, semi pucca, kuccha) and options/preferences
for their R&R (like cash in lieu of losses or site in lieu of losses).
While census survey has established actual impact on the project affected families in
terms of severity, perception and R&R option for resettlement and rehabilitation, socio‐
economic survey helped in profiling socio‐economic conditions of the PAFs .
Step VI: Stakeholders’ Consultation
Stakeholders’ consultation was initiated as soon as the assessment process commenced.
Consultation shall be planned to understand peoples’ perception and seek their opinion
for the success of project execution. Consultation is also an important tool to gather
qualitative data which helps in improving quality of planning. Following steps have been
followed during stakeholders’ consultations.
• Identification of key stakeholders
• Deciding on the level of consultation
• Identification of mechanism and tools of consultation
• Information dissemination through Pamphlet distribution
• Meetings with people in groups,, individual meetings/interviews
• Developing sense of ownership of project interventions among the stakeholders
• Planning for consultation and communication strategies
• Ensuring field offices as centers of information about the project during the
preparation phase
• Properly documenting all consultations
Focused Group Discussions: Besides above mentioned consultation mechanism, the
project will emphasize on issues based discussions with the stakeholders. Important
issues discussed shall the specific needs of women and other vulnerable groups, policies
and other interventions required for LA, strategies for developing harmonious
relationship among various stakeholder including UPEIDA and project authorities.
Step VII Analysis of Data
The interview schedules filled up every day shall be scrutinized and verified on the spot
(project corridor) and the data‐sheets shall be coded. A coding manual shall be prepared
for consistency in data entry. The MS‐Excel and MS‐Excess software package shall be
used for the data feeding and its analysis. Wherever applicable, SPS package will also
UPEIDA 78


used to generate tables. As a measure of final confirmation about the correctness of the
data, random manual calculations and checking shall also be done.
8.7 Land Acquisition
Since, the project is proposed to be a green field alignment with proposed RoW is 120 m.
Total land required for the construction of Highways would be about 500.519 ha ( for
expressway, Junction, way side amenities and toilet block).

8.8 Mitigation Measures
The negative impacts of road projects can be reduced or minimised only if proper
safeguards are put in place during the design and construction stage itself. These can
include reducing displacement from the project activities. An effective mitigation
strategy will utilise a combination of both options to arrive at practically implementable
measures. Conscious efforts shall be worked out to minimise any adverse impacts on the
various Social components. Where the impacts on various Social components shall be
unavoidable, suitable mitigation designs shall be worked out.

8.9 Construction related activities
Most of the direct impacts of a road project occur during the construction stage. This
stage is also important since the people living near the sites are inconvenienced without
the collateral benefits of a functional road. Moreover, construction related activities are
confined within an identifiable boundary and so is the affected population. It is also the
stage of the project when the Authority, can exercise maximum control to ensure that
the Social impacts are minimised.

Most of the mitigation measures can be incorporated as good engineering practice
during the design phase itself thus ensuring the mainstreaming of Social concerns early
in the project. Adherence to design drawing and specifications will reduce the adverse
impacts during construction to within acceptable levels. Moreover, continuous
supervision of construction activity can also work as a deterrent to errant behavior.
Therefore, incorporating Social provisions within the construction contracts becomes
vital to ensure effective implementation of mitigation measures during construction
stage of the project itself.

8.10 Road Transportation Issues
Issues related with transportation along improved roads are beyond the control of the
proponent, in most cases. The predicted timeframes are quite long and the mitigation
for most impacts is beyond Authority jurisdiction. They require intervention from
agencies such as the revenue authorities, the motor vehicles department and the police
to mitigate encroachment, increased roadside pollution due to vehicular emissions and
accidents etc. The Authority can from its side carry out the maintenance of the roads at
specified intervals and act as the co‐ordination agency for road transportation related
impacts.

8.11 Land Acquisition Mitigation Measures
Based on the preliminary survey conducted and information on RoW obtained so far, the
land required for road and acquisition to provide a 120 m wide RoW for the project shall
include agricultural, barren / fallow lands, forest & governmental lands. Care shall be
taken to minimise land acquisition. In order to mitigate the ensuing negative impacts of
the land acquisition a resettlement and rehabilitation (R&R) policy shall be prepared
based on the LARR act 2013.

The salient features of the mitigation measures are:
UPEIDA 79


• Wherever possible, displacement shall be reduced or avoided altogether by
sensitive design of civil works (e.g. alternative designs or modification to the
design).
• Where displacement is unavoidable, those displaced will have their living standard
improved.
• PAPs will be compensated, at replacement cost, for assets lost. Adequate social and
physical infrastructure will be provided.
• PAPs and lost community would be encouraged to participate in the
implementation of RAP.
• An entitlement policy shall be worked out as part of the RAP and will deliver a
comprehensive package of compensation and assistance to entitled persons,
families groups suffering losses as a result of the project.

8.12 Conclusions
The initial social assessment report is a step towards preparation of the Social Impact
Assessment and RAP. The initial assessment process as described in previous sections
has primarily tried to focus on the relevant legislations, potential impacts due to the
proposed project and to propose mitigation measures at different phases of the project.
Based on the findings during the initial assessment study some measures have to be
considered from the inception of the project, which will reduce the detrimental Effects
of project appreciably.

• Alternative alignments shall be attempted in order to find a suitable alignment that
would have minimum adverse impact on social aspects.
• An amicable solution with regard to shifting of religious structures (if required) shall
be explored in consultation with community leaders, religious leaders and other
prominent persons in the local area.
• It will be ensured that the likely affected common properties used by local people
are suitably rehabilitated before the start of civil construction work and budgetary
provision for the same shall be ma de in the project estimates.

With the above approach to design, construction and operation the project will be
socially feasible.

UPEIDA 80

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Project cost including Labour cess 1691.97

2 Barabanki Haidergarh Sarai Pandey, Kaboolpur, Shivnam, Gangapur,

4.75 2.00 425 75 mic. Symbol Typical Name

Sr. No. Chainage Proposed Span Arrangement

Sr. No. Chainage Proposed Span Arrangement

Bridges/FO/VUP/PUP/ROB Structures on Main Expressway with Service

Project cost including Labour cess 1691.97

Sl. Type of Statutory Project Time

¾ State Pollution Control Board monitors and implements pollution related

Sl. No Potential impact Mitigation / Enhancement

Sl. No Potential impact Mitigation / Enhancement

Sl. No Potential impact Mitigation / Enhancement

2 Barabanki Haidergarh Sarai Pandey, Kaboolpur, Shivnam, Gangapur,

Social Impact Assessment and Resettlement Action Plan

Background information about the Visually identify problematic

Identification of critical area based on

Chainage 0.000 Start of Project

Distance and Location of

Distance and Location of Extension and Location of

Major junctions (Width and length)

Distance and Location of Religious

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