Final Feasibility Report - 2 PDF

Feasibility Study for 6 Laning of NH-5, Reports code PAGE REV.
Vijayawada-Gundugolanu Section
DTI 61 847 B03 i 0
FINAL FEASIBILITY REPORT
TABLE OF CONTENTS
Chapter Description Page
0 EXECUTIVE SUMMARY ...................................................................................................... 0-1
0.1 INTRODUCTION ......................................................................................................................... 0-1

0.1.1 Background .................................................................................................................................... 0-1
0.1.2 Contract Objectives ....................................................................................................................... 0-1
0.1.3 Inception Report ............................................................................................................................ 0-2
0.1.4 Draft Feasibility Study Report ...................................................................................................... 0-2
0.1.5 Final Feasibility Study Report ...................................................................................................... 0-2
0.1.6 Recent NHAI Initiative ................................................................................................................... 0-2
0.2 RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS ................................. 0-5
0.2.1 Relevant documents ..................................................................................................................... 0-5
0.2.2 Existing Situation on NH-5 ........................................................................................................... 0-6
0.2.3 Recent history ................................................................................................................................ 0-6
0.3 TRAFFIC SURVEYS AND ANALYSIS ..................................................................................... 0-6

0.3.1 Traffic Survey ................................................................................................................................. 0-6
0.3.2 Traffic Growth rates ....................................................................................................................... 0-7
0.3.3 Traffic Projection for Capacity Analysis ...................................................................................... 0-7
0.4 TOLL STRATEGY ...................................................................................................................... 0-9

0.4.1 Existing Toll plazas........................................................................................................................ 0-9
0.4.2 Traffic Projection Tollable Revenue ...................................................................................... 0-10
0.5 ACCIDENTS AND SAFETY .................................................................................................... 0-10
0.6 PUBLIC UTILITIES ................................................................................................................... 0-11

0.6.1 Electric Lines ................................................................................................................................ 0-11
0.6.2 Fibre Optic Cable ......................................................................................................................... 0-11
0.6.3 Impact............................................................................................................................................ 0-11
0.7 HYDROLOGY AND DRAINAGE ............................................................................................. 0-12
0.8 DESIGN STANDARDS ............................................................................................................ 0-13
0.9 PAVEMENT, SOILS AND MATERIALS INVESTIGATIONS ................................................ 0-13

0.9.1 Pavement Roughness Survey ................................................................................................... 0-13
0.9.2 Pavement Condition Survey, Viziroad and Roadrunner ........................................................ 0-14
0.9.3 Soils and Materials Investigations ............................................................................................. 0-14
0.10 AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS ................................ 0-14

0.10.1 Available Right of way along the project Road ..................................................................... 0-14
0.10.2 Required right of way ................................................................................................................ 0-14
0.11 STRUCTURES .......................................................................................................................... 0-15

0.11.1 Inventory of Bridges and Culverts (Existing and Proposed) ............................................... 0-15
Egis BCEOM International, France in association with Egis India Consulting Engineers Pvt Ltd
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0.11.2 General Condition of Bridges / underpasses / ROBs .......................................................... 0-16

0.11.3 General Condition of Culverts ................................................................................................. 0-16
0.11.4 Improvement Proposals ........................................................................................................... 0-16
0.12 FACILITIES AND SERVICES TO THE USER ....................................................................... 0-17

0.12.1 Highway Traffic Management System ................................................................................... 0-17
0.12.2 Wayside Amenities ................................................................................................................... 0-17
0.12.3 Roadside Furniture and User Facilities .................................................................................. 0-17
0.13 THE SCHEME DESCRIPTION AND COST ........................................................................... 0-18
0.14 MAINTENANCE ........................................................................................................................ 0-18

0.14.1 Current situation ........................................................................................................................ 0-18
0.14.2 Principles .................................................................................................................................... 0-19
0.14.3 Additional Requirements that Pertain to a Toll Road ........................................................... 0-19
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LIST OF TABLES
Chapter Description Page
TABLE 0.1: CHAINAGE EQUATIONS ........................................................................................................ 0-5

TABLE 0.2: ROAD DEVELOPMENT HISTORY ............................................. ERROR! BOOKMARK NOT DEFINED.
TABLE 0.3: TRAFFIC GROWTH RATES .................................................................................................... 0-7
TABLE 0.4: PROJECTED TRAFFIC FOR THE W ESTERN ALIGNMENT SECTION 1 .......................................... 0-7
TABLE 0.5: PROJECTED TRAFFIC FOR THE W ESTERN ALIGNMENT SECTION 2 .......................................... 0-7
TABLE 0.6: TRAFFIC PROJECTIONS FOR THE PORTION FROM VIJAYAWADA BYPASS TO GUNDUGOLANU ..... 0-8
TABLE 0.7: EXISTING TOLL PLAZAS........................................................................................................ 0-9
TABLE 0.8: PROPOSED TOLLING SECTIONS ............................................................................................ 0-9
TABLE 0.9: YEAR WISE AND SECTION WISE TOLL REVENUE FOR ALL THE FOUR OPTIONS ......................... 0-10
TABLE 0.10: LIST OF EXISTING AND PROPOSED (BYPASS) MAJOR ......................................................... 0-12
TABLE 0.11: LA ASSESSMENT FOR PREFERRED OPTION FOR EXISTING NH (OPTION-1) ......................... 0-15
TABLE 0.12: LA ASSESSMENT FOR PREFERRED OPTION FOR PROPOSED BYPASSES (OPTION-1) ........... 0-15
TABLE 0.13: SUMMARY OF EXISTING/PROPOSED STRUCTURES ............................................................ 0-16
TABLE 0.14: IMPROVEMENT PROPOSALS ............................................................................................. 0-16
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0 EXECUTIVE SUMMARY
0.1 INTRODUCTION
0.1.1 Background
The Government of India has decided to upgrade 6500 km length of existing 4-lane
divided highways into Six-Lane divided carriageway under Phase-V of National Highway
Development project (NHDP). The Phase-V of NHDP is to be executed as BOT (Toll)
Project through Public Private Partnership (PPP) on Design-Build-Finance-Operate
(DBFO) pattern. The National Highways Authority of India (NHAI) has appointed BCEOM
Societe Francaise dIngenierie, France in Association with BCEOM India Pvt. Limited,
presently known as Egis India Consulting Engineers Pvt Ltd., as consultants to carry out
Feasibility study for upgrading the existing four lane highway to Six-Lane access control
highway from Chilakaluripet-Eluru-Rajahmundry section of NH-5 under DBFO pattern, for
which the consultants have completed the study and submitted the final feasibility report.
The new Six-Lane facility would be an access controlled highway through provision of
service roads, pedestrian and cattle underpass, vehicular underpasses, grade separators,
exit/entry ramps etc. The objective is to enhance operational efficiency of highway and
safety of the traffic & the road users.
The stretch from Vijayawada to Chilakalurpet has been prioritised by NHAI for which
tenders have been called and the work has been awarded on DBFOT pattern. The
feasibility report has been reframed for the balance stretch from Vijayawada to
Rajahmundry.
Subsequently consultants were instructed to carryout feasibility study for providing

bypass for Vijayawada and Hanuman Junction city and a letter to this effect (Ref:
NHAI/CK1/PHASE-V/DPR/12/92 dated 21.05.10) has been issued to the Consultants by
NHAI to initiate the studies as an additional work. The consultant has submitted draft
feasibility report for Vijayawada bypass.
The present report has been prepared combining the earlier feasibility report and the
feasibility studies carried on the bypasses as draft combined Feasibility Report for
103.590Kms length of a section of NH-5 from Vijayawada Bypass (Km 0+000 to Km
47+880), Vijayawada (Km 1076+480) to Hanuman Junction (Km 1060+800), Hanuman
Junction Bypass (Km 0+000 to Km 6+720) and Hanuman Junction (Km 1055+650) to
Gundugolanu (Km 1022+480) in the state of Andhra Pradesh. The project highway
location map showing the existing road network from Vijayawada to Gundugolanu is
presented in following page.
0.1.2 Contract Objectives
The intention of this specific consultancy project is to study and report on the feasibility of
retrofitting the existing NH-5 from Vijayawada-Eluru-Gundugolanu from its existing
situation [a bypasses and 4-lane highway of about 103.580 Km in length] to a 4-lane and
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6-lane highway. The objectives of the consultancy services are to prepare a proposal to
retrofit a six-lane cross-section on to the existing 4-lane highway in a manner which
ensures:
Enhanced safety of the traffic, the road users and the people living close to the
highway.
Enhanced operational efficiency of the highway.
Fulfillment of the access needs of the local population.
Minimal adverse impact on the road users and the local population due to
construction. Feasible and constructible options for the project with least cost options.
0.1.3 Inception Report
The Inception Report was the first significant report to be submitted under this Study as
per Terms of Requirements (TOR), and was submitted in the month of December 2006
(Vijayawada-Gundugolanu section), July 2010 (Vijayawada Bypass) and August 2010
(Hanuman Junction Bypass). The report focused on:
Reporting on start of the consulting services (information retrieved, mobilisation)

The definition of the objectives of the project
The identification of likely issues and constraints
Methodology to achieve the Study Objective
0.1.4 Draft Feasibility Study Report
The Draft Feasibility Report is essentially presents the facility planning with options and
alternatives for 6 laning of existing 4 lane project highway, which was submitted in the
month of February 2006 (Vijayawada-Gundugolanu section) and December 2010
(Vijayawada Bypass).
0.1.5 Final Feasibility Study Report
The Final Feasibility Report presents the facility planning with options and alternatives for
6 laning of existing 4-lane Project Highway after exhaustive discussions with the NHAI
and the revised guidelines issued by NHAI.
0.1.6 Recent NHAI Initiative
Recently NHAI has issued the advertisement for finalizing the consultants to work on the
proposed bypass for the Vijayawada and Hanuman Junction city under NHDP, Phase-V.
Keeping in view of the proposed bypass, no elevated structures like flyovers were
proposed within the city limits of Vijayawada and Hanuman Junction city. Provision of
such structures will make the project unviable once the proposed bypass comes into
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existence. Also keeping in view the present and future projected traffic, four and six laning
is proposed with minimum length of service roads.
Feasibility Study for 6 Laning of NH-5, Vijayawada-Gundugolanu Section Reports code PAGE REV.
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FINAL FEASIBILITY REPORT DTI 61 847 B03
Project Location Map, Vijayawada Bypass (47.88 Km), Vijayawada-Gundugolanu section (48.99Km) and Hanuman Junction Bypass (Km 6.72)
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FINAL FEASIBILITY REPORT B03
0.2 RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS
0.2.1 Relevant documents
The Consultant has collected as-built drawings (both in electronic form and hard copy),
DPR & other secondary relevant documents (in hardcopy) from NHAI.
The chainages on the old NH-5 followed a different chainage system. Old NH-5 had
different sections, i.e., Chennai-Vijayawada, Vijayawada-Visakhapatnam etc. Each
section had different set of chainages. The NHAI has issued a circular stating that new
chainage for NH-5 will start from the Baharagora (near Kolkata) to Chennai under Golden
Quadrilateral project.
Under this circular, the chainage from Kolkata to Chennai was changed, and the new
system of chainage has been adopted. The correlation with the new chainages and old
chainages were developed and these chainage equations were incorporated in the as-
built Drawings. Chainage equations were developed due to the construction of new
bypasses along the project highway. For easy reference the chainage equations and the
correlation between the old and as-built chainages along the project highway is given in
Table 0.1 below.
Table 0.1: Chainage Equations

From To Length (km) Section
Km 0+000 Km 47+880
(Existing NH-5 Chainage (Existing NH-5
47.88 Proposed Vijayawada Bypass
Km 422+800,New Ch Chainage Km
1112+044) 1076+480)
Gannavaram-Hanuman
Km 1076+480 Km 1060+800 15.68
Junction (Existing NH-5)
Km 6+720
Km 0+000
(Existing NH-5 Proposed Hanuman Junction
(Existing NH-5 Chainage 6.72
Chainage Km Bypass
Km 1060+800)
1055+650)
Hanuman Junction-
Km 1055+650 Km 1022+480 33.17
Gundugolanu (Existing NH-5)
Total length (km) 103.59
The old 2-Lane NH-5 has been upgraded to 4-Lane divided carriageway in the year of
1997-2003 under Golden quadrilateral project. The length of the project works out to be
103.590 Km as per the as-built and the DPR chainages.
An inventory was carried out by hand held GPS to understand the chainage variation in
each kilometre. The chainage is increasing from Vijayawada to Gundugolanu as per the
as-built chainage of NH-5 (from Kolkata to Chennai). The project starts at Km 0+000 to
Km 47+88 (Vijayawada Bypass), Km 1076+480 to Km 1060+800 (Gannavaram to
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Hanuman Junction section), Km 0+000 to Km 6+720 (Hanuman Junction Bypass), Km

1055+650 after Hanuman Junction city limits and ends at Km 1022+480 (Gundugolanu).
0.2.2 Existing Situation on NH-5

This section of National Highway No. 5 was widened over the period 2001 to 2006 from 2
to 4 lanes. The majority of the widening was as per the NHDP programme and the above
work also involved in developing seven new bypasses around densely populated urban
areas. There is no service roads exist along the existing project highway. There are about
155 median openings existing on the project road. There are many side road accesses to
the highway. There are no access control measures in place, and as such many
buildings/factories etc are built [and still being built] with direct access to NH-5.
0.2.3 Recent history

The existing road before taking up 4-laning works consist of 2-lane carriageway of width
varying from 6.5 to 7m except for some isolated built-up section where the carriageway
width varies from 10 to 14m. The existing pavement is of flexible type with thin bituminous
surfacing at the top developed since ages.
0.3 TRAFFIC SURVEYS AND ANALYSIS
0.3.1 Traffic Survey

The traffic surveys conducted to study the project influence area and to meet the
objectives of the study & TOR requirements. The surveys have been conducted in the
month of December 2006 and January 2007 (for Vijayawada-Gundugolanu section). The
main traffic surveys are as below:
Classified Traffic Volume Count Survey for 7 days

Origin-Destination Survey for 24hrs
Turning Movement Count for 12 Hrs
Pedestrian Count Survey for 12 hrs
Speed and Delay Survey on project corridor and on alternate corridor
The project highway has been divided into following three traffic homogeneous sections:
Vijayawada Bypass comprising of section 1 & 2,
Vijayawada bypass to Gundugolanu,
The salient findings of the traffic volume count surveys are as below:
Average Daily Traffic (ADT) in base year 2010 minimum is 21714 (Tollable PCUs)
and 25005 total PCUs in Vijayawada Bypass to Gundugolanu section.
The share of non motorised vehicles is very less at 2.66%.
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0.3.2 Traffic Growth rates
The traffic growth rates adopted for the project highway are finalized based on the past
trend analysis and analysis of the economic indicators of the project influence area and
presented below:
Table 0.2: Traffic Growth Rates
MAV MAV
Two Mini 2 Axle 3 Axle HCM/
Period Car Bus LCV up to >6
Wheeler Bus Truck Truck EME
6 Axle Axles
2011-15 8.7 7.0 5.5 5.5 6.6 6.6 6.6 6.6 6.6 6.6
2016-20 7.1 6.5 5.5 5.5 6.6 6.6 6.6 6.6 6.6 6.6
2021-25 5.3 6.0 5.0 5.0 6.1 6.1 6.1 6.1 6.1 6.1
>2025 5.3 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
0.3.3 Traffic Projection for Capacity Analysis
For capacity and level of service analysis, the AADT observed on the Project Road has
been projected with 5% growth rate and presented below:
Table 0.3: Projected Traffic for the Western Alignment Section 1
Car/ MAV MAV
Mini 2 Axle 3 Axle HCM/ Total
Year Jeep/ Bus LCV up to 6 >6
Bus Truck Truck EME PCUs
Van Axle Axles
2010 353 - - 328 1,103 1,287 147 - - 8,677
2015 453 - - 418 1,408 1,643 188 - - 11,079
2020 579 - - 533 1,798 2,097 239 - - 14,139
2025 739 - - 680 2,294 2,676 306 - - 18,046
2030 944 - - 868 2,927 3,417 391 - - 23,038
2035 1,205 - - 1,108 3,735 4,361 501 - - 29,410
2040 1,537 - - 1,413 4,767 5,565 639 - - 37,528
2045 1,962 - - 1,804 6,084 7,102 816 - - 47,898

Car/ MAV MAV
Mini 2 Axle 3 Axle HCM/ Total
Year Jeep/ Bus LCV up to 6 >6
Bus Truck Truck EME PCUs
Van Axle Axles
2010 620 - - 247 1,739 811 162 - - 9,370
2015 792 - - 315 2,220 1,036 207 - - 11,964
2020 1,012 - - 402 2,834 1,322 264 - - 15,271
2025 1,293 - - 512 3,617 1,687 337 - - 19,490
2030 1,651 - - 654 4,616 2,154 432 - - 24,886
2035 2,108 - - 835 5,891 2,750 552 - - 31,768
2040 2,690 - - 1,066 7,519 3,510 705 - - 40,549
2045 3,434 - - 1,361 9,597 4,480 900 - - 51,757
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Table 0.5: Traffic Projections for the portion from Vijayawada Bypass to Gundugolanu
MAV Agri
Car/ 2 MAV Animal Tollable
Mini 3 Axle up to HCM/ Two Auto Agri Tractor Cycle Total
Year Jeep/ Bus LCV Axle >6 Tempo Hand Cycle Others Traffic
Bus Truck 6 EME Wheeler Rickshaw Tractor & Rickshaw PCUs
Van Truck Axles drawn PUCs
Axle Trailor
2010 3,016 56 1,167 568 1,667 2,521 377 - - 2,873 663 610 17 64 7 339 24 2 21,714 25,005
2015 3,849 71 1,489 725 2,128 3,217 482 - - 3,667 846 779 22 82 7 434 29 2 27,714 31,901
2020 4,912 91 1,899 925 2,715 4,106 615 - - 4,680 1,079 994 27 105 7 554 38 2 35,364 40,694
2025 6,270 117 2,424 1,181 3,466 5,241 785 - - 5,973 1,379 1,269 34 134 7 708 48 2 45,143 51,932
2030 8,003 149 3,093 1,507 4,424 6,689 1,001 - - 7,624 1,760 1,619 44 171 7 903 62 2 57,610 66,263
2035 10,213 190 3,948 1,923 5,646 8,537 1,278 - - 9,729 2,246 2,066 56 218 7 1,152 79 2 73,527 84,553
2040 13,035 244 5,039 2,454 7,205 10,896 1,631 - - 12,416 2,867 2,637 71 278 7 1,472 101 2 93,842 107,900
2045 16,637 311 6,432 3,132 9,195 13,907 2,082 - - 15,847 3,659 3,365 91 355 7 1,878 129 2 119,773 137,702
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IRC: 64 - 1990 stipulates a design service volume of 40,000 PCU per day for a four lane
divided carriageway with paved shoulders at level of service B and plain terrain. This can
be further increased upto 60,000 PCUs by adopting LOS C.
The Vijayawada bypass crosses 40,000 PCUs in the year 2042 and 2040 for the sections
1 & 2 respectively. Hence it may be prudent to consider them for four laning only.
The section between Vijayawada bypass to Gundugolanu reaches 40,000 PCUs in the
year 2020 and 60,000 PCUs in the year 2028. Hence it is necessary to consider it for 6
laning now itself.
0.4 TOLL STRATEGY
0.4.1 Existing Toll plazas
There are three toll plazas along the project corridor. The details of the existing toll plazas
and their tolling sections are given in Table below.
Table 0.6: Existing Toll Plazas
S. No. Existing Toll Plaza Chainage, km Tolling Section Length, km

Km 355+000 - Km 81.6
1 Kaza Toll Plaza 416+800
434+150
Km 1100+680 - Km 39.1
2 Pottipadu Toll Plaza 1072+230
1061+580
Km 1061+580 km 39.1
3 Kalaparru Toll Plaza 1050+780
1022+480
Considering the development of the Vijayawada bypass, it is proposed to have total three
toll plaza two on the Vijayawada Bypass, one on section 1, one on section 2 and retaining
the existing toll plaza at Kalaparru.
The details are provided at Table 0.8 below :
Table 0.7: Proposed Tolling Sections
S.No. Toll Plaza location Tolling Section Remarks
Km 11+500
Kaza to Gollapudi (15.25 km of NH-5 is
1 Of proposed Vijayawad
Km 0 to Km 18+650 adjusted in the toll rate )
Bypass
Km 35+000
Gollapudi Chinnaavutapalli (24.2 km of NH-5 is
2 Of proposed Vijayawada
Km 18+650 to Km 47+880 adjusted in the toll rate)
Bypass
Kanakadurga Varadhi
Km 1050+780
Gundugolanu Includes Hanuman
3 Of Existing Vijayawada
Km 1076+480 to Km Junction (6.7 km) Bypass
Gundugolanu section
1022+480
As per the toll policy all the structures and bypasses costing more than Rs 10 crores need
to be charged separately at the toll rates specified in the policy. Since cost of the two
sections of Vijayawada bypass and the Hanuman Junction bypass are more than Rs 10
Crores each of them will be charged separately.
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0.4.2 Traffic Projection Tollable Revenue

Based on the toll rates specified in the latest toll policy, the toll revenue is estimated for
different sections and presented below:
Table 0.8: Year wise and section wise Toll revenue for all the four options
Section 1 Section 2 Section 3 Total Revenue corridor

Year Daily Yearly Daily Yearly Daily Yearly Daily Yearly
Rs '000s Rs Millions Rs '000s Rs Millions Rs '000s Rs Millions Rs '000s Rs Millions
2015-16 175.60 64.27 271.55 99.39 2,739.59 1,002.69 3,186.74 1,166.35
2020-21 298.24 108.86 452.32 165.10 4,474.53 1,633.20 5,225.09 1,907.16
2025-26 476.98 174.10 720.25 262.89 7,308.71 2,667.68 8,505.94 3,104.67
2030-31 796.55 290.74 1,191.75 434.99 11,972.20 4,369.85 13,960.50 5,095.58
2035-36 1,311.03 479.84 1,958.54 716.83 19,767.43 7,234.88 23,037.01 8,431.54
2040-41 2,150.17 784.81 3,283.45 1,198.46 32,802.02 11,972.73 38,235.64 13,956.00
0.5 ACCIDENTS AND SAFETY
The main issues identified are; Wrong Side Driving, Over Loading, Uncontrolled
accesses, Pedestrian Interference, Head Light Glare. The road is much less safe
currently than it should be for the following reasons:
There is no access control [except where some frontage roads are provided,
generally in towns] the road has far too many access points
The road mixes short distance [very local including animals herded on the road in
more rural areas] and long distance traffic so there are many movements [entering
the road, U turning in the medians, driving the wrong way down the road, grazing in
the median] which are incompatible with the high speed long distance facility this road
is supposed to provide.
The main junctions [mostly at grade] have poor advance signing, and should be
grade separated.
Little thought has been given in villages and towns crossed as to how the local
population crosses the main National Highway [other than by praying first then
running very quickly].
There is no existing highway traffic management system.
Guardrail [and barriers at approach to some bridges] is lacking in places, and hanging
loose in others.
In order for the proposed project and facilities to bring an improvement the following
principles should be followed:
A proper access control system should be put in place. This includes an access
system (service roads providing access to the abutting properties and possibly to the
local traffic, safe and comfortable grade separated crossings for motorised as well as
non motorised users, ramps and interchanges) and as a general principle features
preventing access (fences, curbs and barriers).
A treatment of the median in order to prevent front collision and wrong side driving as
well as limit head light glare
A proper signage in order to deliver adequate information to the user. This should
encompass the direction signs, as well as their coordination with markings. Markings
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should be treated with sufficient care and maintained with a high level of performance
as they contribute significantly to improved traffic safety.
An adequate geometry on ramps with adequate design speeds. Essential features
like acceleration / deceleration / shelter / storage lanes, pedestrian / cattle / vehicular
underpasses and their approaches, bus bays / bus stops and truck lay bays; Proper
turning radii at the entry / exit of vehicular underpasses; Service road (minimum 5.5m
width) considered essential for circulation, merging and diverging of local traffic.
Removable median barriers at every 2Km will be provided along the Project highway
as specified in the Manual for allowing traffic on to the other side of the highway in
case of lane closures.
The general objectives are for the concessionaire to make the main NH-5 road [and the
service roads] as safe as possible for all users. The concessionaire shall follow [and shall
also show it has followed] all relevant Indian publications on road safety, especially The
Manual for Safety in Road Design (A guide for Highway Engineers) prepared in
September 1998 for MOST.
A formalised safety audit procedure must be followed by the concessionaire during the
detailed design [and during the Construction and post construction periods].
0.6 PUBLIC UTILITIES

All most all kinds of utility services that can be located along roads are present in the
entire project road stretch including crossings. These services were mostly re-located in
the recent 4-laning civil works contracts, however are still present in roadway itself. Some
services are just located at the edge of the shoulder and some at the toe.
0.6.1 Electric Lines

The electric poles are very close at some locations and generally located on the edge of
the right of way. The electric lines are close to project highway in the town/village areas
and it is generally within 20/25 m from the median centreline in the rural sections. The
electric transformer is also present at many locations along the highways. The electric
lines cross the project highway, and also pylons are located very close to the project
highway in the Vijayawada and Hanuman Junction city limits. The electrical poles and
pylons which are very close to the Project Highway, needs to be relocated during the
implementation of 6-lanes with service roads. The proposed Vijayawada Bypass crosses
the pylons at 14 locations nearly.
0.6.2 Fibre Optic Cable
Fibre Optic Cable is present all along the project road on either side. In the 4-laning civil
works a number of ducts were provided to shift these cables. Besides these ducts the
Fibre Optic Cable also present buried in the ground in the road way width.
0.6.3 Impact
An important part of the later detailed design will be to fully determine impacts and
design, in conjunction with utility companies, the diversions or strengthening or crossing
(via pipe crossings to be provided under the roadwork contract) locations and works. It is
also very important to note that in urban road projects service relocations are an
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important part of the preplanning, both on the actual work [definition and phasing] and
especially on the material procurement side, as in simplistic terms one cannot relocate
power lines, telephone lines and waterlines without at least a reasonable amount of
cable, pipes and fittings already in stock and immediately available.
It should be noted that there may be additional land requirements identified in the final
design as the available ROW is insufficient to accommodate the moving of utility services
and the tree planting proposals.
0.7 HYDROLOGY AND DRAINAGE
The terrain along the Project Highway is fairly level with gently rolling terrain up to north
end of the project highway as the project highway passes through Eastern Ghats.
Number of streams, nallas and rivers originate and flow in the easterly direction ultimately
discharging into the Bay of Bengal. There are total eight major bridges along the Project
Highway. Streams are mostly rain fed and are perennial in nature. Some of the rivers and
streams have been harnessed by constructing dams and barrages which in-turn supply
water through a network of canals. There are number of outlets for major and minor
irrigation tanks. Apart from these, Irrigation canals are being constructed as part of
Polavaram and Pushkara canal projects. The details of eleven major bridges are given in
the following table.
Table 0.9: List of Existing and Proposed (Bypass) Major Bridges
Width
S. Length Deck Type of
Chainage Location Span of
No (m) Width(m) Superstructure
CW(m)
LHS 24.53+
(New) 36.38+
PSC T-Beam &
1 1040+481 37.15+ 159.59 7.5 9.91
RHS Voided slab
36.85+
(New)
24.68
LHS
(New)
2 1034+907 4 x 32.30 129.2 7.5 9.91 PSC T-Beam
RHS
(New)
Vijayawada Bypass
1 x 14
15+970 (VUP)+
PSC T-Beam &
1 (Krishna New 101 x 30+ 3144 7.5 12
slab
River) 1 x40+
2 x30
PSC T-Beam &
2 43+250 New 2 x 30 60 7.5 12
slab
The discharge from upstream all along the project highway is duly accounted for, in
designing the cross drainage works including culverts during the 4 lane implementation.
The concessionaire shall examine in detail all the problems on existing cross-drainage
culverts and bridges and propose new ones with adequate waterway, vertical clearance
and width suiting to the 6-lane facility.
DTI 61 847 B03 0-13 0
Earthen longitudinal drains at isolated locations are present on both sides at the end of
ROW and have adequate section to cater to the requirements for efficient drainage and
suitably connected to proper outfall in the streams. These existing drains have to be
widened and have to be re-built with proper outfalls.
The lined drains provided in the built-up areas have a width varying from 1.2 to 2m and a
depth of 1m covered with concrete blocks. Generally all concrete drains in the project
road are in good condition. Further widening of road will require the shifting of these
concrete drains to the extreme edge of the new carriage way.
The risk of erosion of embankment, side slopes and surface drainage on high
embankments shall be tackled by providing kerb and channel longitudinal drains at the
end of the paved shoulder and chutes at suitable intervals along the embankment.
Embankment slopes are proposed to be pitched as necessary to prevent rain cuts and
erosion.
0.8 DESIGN STANDARDS
Design standards developed under this study are meant to supplement the separate
NHAI Manual for 4 and 6 Laning, if any contradiction exist the requirements in the Manual
take precedence. It should be noted that the geometric standards [and design speeds
following] pertain to the mainline. Service roads can [generally should] be designed for
significantly lower design speeds and also to flood more often than the mainline [i.e. in
places they can be at a lower level than the mainline, but not so low that they are very
frequently flooded, since they have to be maintained by the concessionaire].
The terrain in the project stretch is plain in general with the cross slope of the country
remaining very much less than 10%.
As per NHAI guidelines in general, existing Right of Way (ROW) of 60 m is normally

considered in bypass areas. However the project is a retrofit of a 6 laning scheme onto
the existing situation along with the proposed bypasses and as already identified
elsewhere in this report significant land acquisition will be needed. It is likely that where
land has to be acquired each section will have to be decided on a case by case basis
[and will also involve consideration of adjoining constraints]. At many isolated locations
like junctions, rest areas, toll plazas, way side amenities, entry/exit facility etc. more land
will be required.
Many median openings currently exist, and generally the intent [on safety/access control
grounds] is to close as many as possible. As per the guidelines given in the 6-laning
Manual, removable median openings will be provided at every 2 kilometer interval.
0.9 PAVEMENT, SOILS AND MATERIALS INVESTIGATIONS
0.9.1 Pavement Roughness Survey

The pavement condition survey, along with a roughness survey was carried out in the last
2 weeks of December 2006 for Vijayawada-Gundugolanu section. The survey included a
road inventory, plus IRI [roughness measurements].
DTI 61 847 B03 0-14 0
0.9.2 Pavement Condition Survey, Viziroad and Roadrunner
To determine the condition of the existing pavement, which is a major existing asset, the
following was carried out in December 2006:
Visual road and pavement condition survey - including cracks, rutting, edge-break,
ravelling, patching, apparent pavement failure, drainage structures etc.;
Preparation of road condition strip plans;
Road [bridges and the like] and Roadside Inventory
0.9.3 Soils and Materials Investigations
Previous materials reports have been analysed, and fresh rock / soil samples collected
and tested. The requirement of widening from 4 to 6-lanes between Vijayawada to
Gundugolanu involved collecting information on various construction materials, their
quality and quantities. The location and study of the required materials was made easy by
the data collected during a similar exercise undertaken earlier when the existing 2-lane
road along the above mentioned stretch, was widened to 4-lane.
The analysis of the result showed that it is reasonable to conclude that the prospects of
obtaining suitable and good quantities of various highway materials appeared bright.
However, it does not in any way reduce the significance of collecting reasonable number
of each type of material and subjecting them to proper engineering tests in a recognised
laboratory by the concession company when construction of the new widening project
becomes a reality.
0.10 AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS
Once the as-built drawings and site conditions were examined it became obvious that the
6-laning [along with service roads] could not generally be fitted into within the available
right-of-way. This is especially stringent in urban areas, as well as in other places.
Therefore, the bypasses were proposed for Vijayawada and Hanuman Junction cities
which are included in the report.
0.10.1 Available Right of way along the project Road
The Right of Way details (roadway width in meters) collected from the NHAI local offices
[in November/December 2006] are presented in the following sections. Discussions with
local NHAI and Revenue officers reveals that the recent land-take for 4-laning of project
road was restricted only to the minimum required for the construction of additional 2-lanes
on the sections other than bypasses. It is also learned that the ROW boundary stones
established in some sections are destroyed locally by the public for various reasons
including farming. Subsequently the details collected were randomly verified on the field
wherever possible and found to be relatively close to the widths provided by these
organisations.
0.10.2 Required right of way
The right of way required for 4 and 6-laning with service roads is in the order of 60m
(Vijayawada Bypass), 54m-70m (Existing NH in rural and urban areas), and 80m
DTI 61 847 B03 0-15 0
(Hanuman Junction Bypass) which includes provision of shoulders and wider service road
to cater the mixed local traffic. An additional land is required at junctions, entry/exit
facilities, interchange for the provision of cross structures and for wayside amenities and
drainage channel relocation. Based on typical cross sections. and these assumptions, the
land acquisition requirement for the recommended is assessed and summarised in the
following tables.
Table 0.10: Preliminary Cost Estimates and R&R Budget
Sl No Item Units Quantity Rate (Rs) Amount (Rs )
1 Compensation cost for land
Land cost Acres 1272.747 1200000 1527296400
2 Compensation cost for structures
Pucca
Sq Mts 102543.28 5510 565013473
Structures
Semi-Pucca
Sq Mts 28482.08 2960 84306957
Structures
Kutcha
Sq Mts 8358.91 1400 11702474
Structures
3 Other Assets and Minor structures
Compound
Mts. 2550.15 400 1020060
walls
Agri. Pump-sets No. 20 120000 2400000
4 Other R&R assistance costs
8% of the Total Coast (1+2+3) Lumpsum 175339149
Total (1+2+3+4) 2367078513
Table 0.11: LA Assessment for Preferred option for Proposed Bypasses

Avail Average
S. From Length LA-LHS LA-RHS Total LA able Width
Section To Km
No Km (km) (sqm) (sqm) (sqm) Land required
(sqm) (m)
Vijayawada 1100+6 1076+4
1 24.200 1,487,010 1,487,010 2,974,020 0.000 60.0
Bypass 80 80
Hanuman
1060+8 1055+6
2 Junction 5.150 268,000 268,000 536,000 0.000 80.0
00 50
Bypass
Total 1,755,010 1,755,010 3,5100,020 0.000
Total in hectares (Say) 351.002 0.00
Average Width (m) 70.0 0.00
Average Ratio of Available to Required Land ----
0.11 STRUCTURES
0.11.1 Inventory of Bridges and Culverts (Existing and Proposed)

There are 4 Major Bridges (Total length > 60.0 m), 46 Minor Bridges (6.0 m < Total
Length <60.0m), 5 ROBs, 6 flyovers, 33 underpasses/ cattle crossings and 238 culverts
on the project road & 109 on service road. At few locations culverts have been provided
for service roads. All the numbers of structures mentioned above are for individual 2/3
lane carriageways on the existing NH.
DTI 61 847 B03 0-16 0
0.11.2 General Condition of Bridges / underpasses / ROBs

There are 4 major bridges (considering both the carriageway) on the project road. The
superstructures are of RCC box girder, RCC solid slab type resting on RCC substructures
supported by Well / pile / open foundations.
The type of superstructures for minor bridges/underpasses/ROBs are RCC solid slab,
RCC/PSC T-beam, box girder etc. in most bridges resting on RCC and C.C. gravity type
substructure supported on open/well/pile foundations. RCC box type structures have
been observed at a number of locations. There is 1 no. old arch type structure on the
project road.
The condition of most of the structures is generally good. Some common distresses
observed are spalled concrete; exposed and corroded reinforcement in slabs, piers and
abutments; damaged /missing RCC railing and kerb, depositions of debris and growth of
vegetation on pier caps and in vent ways, damaged asphaltic/RCC wearing coat,
damaged expansion joints; undismantled steining of well foundations; missing, choked
drainage spouts, leakage around holes for drainage spouts; approach slab settlement,
settlement of embankment around abutments, damaged metallic crash barriers in
structure approaches etc. In few structures, plasterwork/guniting is observed at soffit of
slab, piers and abutments which hides the actual condition of the structures.
0.11.3 General Condition of Culverts

The culverts observed along the project road are mainly of two type viz. RCC slab
culverts and pipe culverts. Some RCC box culverts are also there. The structural
condition of pipe culvert is generally good, except that some are partially choked or full
buried. The condition of culverts is in general good. Some common distresses noted are
missing/damaged parapets; cracked/damaged headwalls, abutments and wing walls;
spalled concrete and corroded exposed reinforcement. Bed protection provided, if any,
was not visible. Summary of existing structures on the project road is as under:
Table 0.12: Summary of Existing/Proposed Structures

Major bridges* Minor bridges* ROBs* Underpasses* Culverts*
5 59 5 33 347
*Each carriageway considered separately
0.11.4 Improvement Proposals

The summary of improvement proposals of various types of the existing structures on the
project road is as under:
Table 0.13: Improvement Proposals
S. No. Description Nos.

Retained without widening 2
1 Major Bridges -2 Nos. Widened to 3 Lane - 2
Additional 2 Lane Bridge -
Retained 1
2 Minor Bridges- 17 Nos. Replace with new 3 Lane bridge - 17
Widened to 3 Lane 16
DTI 61 847 B03 0-17 0
S. No. Description Nos.

Retained without widening 2
3 Rail Over Bridge (ROB)-2 Nos. Replace with new 3 Lane ROB - 2
Additional 2 Lane ROB -
Retained without widening -
4 Underpasses- 10 Nos. Widened to 3 Lane - 10
Replace with new 3 Lane 10
Widened to 3 Lane 171
5 Culverts Replace with new 3 Lane culvert - 171
Retained -
0.12 FACILITIES AND SERVICES TO THE USER
0.12.1 Highway Traffic Management System
There is no existing highway traffic management system. A full system needs to be

provided [and fully maintained for the life of the concession agreement], which will include
an Emergency Communication System, Mobile Communication System, Closed circuit
television camera system, Variable Message Sign (VMS) system, Automatic traffic
counter cum classifier [ATCC], Meteorological Data System, Mobile Patrols and
Emergency services, Traffic control centres. A Backbone Communication System,
consisting of Optical Fibre backbone cable running along the project highway, is needed
to join all the above together.
0.12.2 Wayside Amenities

There are existing two large scale plazas (being developed by Reliance - "A1" Plaza)
albeit they are not yet all quite open - along our project road at Km 1023+080 Apart from
this, there are no additional rest areas for the road users. To meet the requirements
[90km spacing approximately] as per the 4 and 6-laning manual, additional wayside
amenities are proposed at the following locations;
Km 1023+080 (Right Side)

Km 1072+580 (Both Sides)
0.12.3 Roadside Furniture and User Facilities

The Project road facility along the proposed 6 lane highway is proposed to meet the
requirement of Manual of Specifications and Standards for Four and Six Laning of
National Highways through Public Private Partnership. The major project facilities are
shall include:
Bus Shelters
Highway lighting
Pedestrian Guard Railing
Safety Barrier
Traffic Signs and road marking
Hectometre/ Kilometre / Boundary Stone
DTI 61 847 B03 0-18 0
0.13 THE SCHEME DESCRIPTION AND COST

The scheme includes:
New, Widening & Rehabilitation: Up-gradation of existing 4-lane divided

carriageway to 6-lane divided carriageway facility for a length of 48.99 kilometers
including rehabilitation of existing 4-lane carriageway and 6-lane bypass for Hanuman
Junction for a length of 6.72 kilometers and 4-lane bypass for Vijayawada Bypass for
a length of 47.88 kilometers.
Service Roads: Provide 5.5m service roads on both sides about 71.268 kilometers,
the service roads will be discontinued at locations of major bridges, ROBs and Toll
plazas.
New/Widening of Existing Bridges & CD works: Improvement of 2 Major Bridges

and 2 new major bridges , 46 Minor Bridges and 171 Culverts for main carriageway.
All the numbers of structures mentioned above are for individual carriageways.
New/Widening of ROB & Grade Separated Structures: Improvement and retain of

2 ROBs and New ROBs 3 numbers and 10 Underpasses to be Widened and
additional 23 new Underpasses to be constructed on existing road / bypasses. All the
numbers of structures mentioned above are for individual carriageways.
New CD Works on Service Road: Provide new 6 Minor Bridges.
New Grade Separated Facilities:

13 Vehicular Underpasses (1 x 12 x 5.5m)
10 Pedestrian Underpasses (1 x 7.5 x 3.5m)
Intersections:
Improvement of 5 minor intersections on existing NH.
Entry/Exit facility:
The entry/ exit facility has been proposed for safe merging/exit of through traffic and
the slow/local traffic
Lay Bays and Amenities: Provide 8 bus bays with shelter on service road wherever
applicable, 3 Comprehensive Wayside Amenities including truck lay bays.
Others: Provide Highway Traffic Management System, User Facilities, Roadside
Furniture and safety features, lighting.
The construction for the recommended option is
INR 1401 Crores i.e. Rs. 13.52 Crores/km for Vijayawada Gundugolanu
section including Vijayawada and Hanuman Junction Bypasses.
0.14 MAINTENANCE
0.14.1 Current situation

Our current observations are that:
Some maintenance is currently taken up by NHAI

Road markings/blinkers are being placed
Median fence is being placed
DTI 61 847 B03 0-19 0
Signage is not sufficient

Impact damage on some kerbs, un-official median cuts
Virtually no lighting placed, except some high mast at toll plaza locations
0.14.2 Principles
Maintenance [if done fully and properly] generally [when averaged out] often represents
about 2.5% [annually, including labour, and all necessary works] of the value of the roads
and bridges. Usually the costs follow a rough cycle, annually lower when no major
pavement or reconstruction works are done on the highway (say years 1 to 4, 6 to 9 etc.
when major overlays are done every 5 years or so), then with major increases every time
a pavement overlay is carried out (say every 5 years or so). However this is not the only
cost cycle, as over time one also has to consider maintenance [and eventual
replacement] of electrical [including lighting], toll collection, and communication
equipment, and then there are other cost cycles, some completely unpredictable like
weather damage, emergencies and the like, and some more predictable like replacement
of road markings. Additionally with a road of this length [103.580km] the cycle is not
necessarily the same on every kilometer section, so figures tend to get more averaged
[and also depend to some extent on the implementation schedule of the 6 laning], rather
than being relatively low 4 years out of 5 then with sharp peaks every 5 years or so. The
concessionaire will need to set up [and thereafter implement to an acceptable standard] a
Maintenance Plan that carries out the corresponding activities.
0.14.3 Additional Requirements that Pertain to a Toll Road
Once upgraded NH-5 will comprise:
Main carriageway [generally 6 lanes]

Service Roads
A number of toll plazas and associated equipment
A highway traffic management system
Various user facilities; and
Roadside furniture
Special maintenance plans will be necessary for the toll plazas and associated
equipment and the Highway Traffic Management System.
Feasibility Study for 6 Laning of
Reports Code Page Rev.
Vijayawada Gundugolanu section, NH 5
FINAL FEASIBILITY REPORT DTI 61 847 B03 1-1 0
Chapter 1: Contents
CHAPTER 1: CONTENTS .................................................................................................................... 1
1. INTRODUCTION ...................................................................................................................... 2
1.1 GENERAL .................................................................................................................................... 2

1.1.1 Background ........................................................................................................................... 2
1.1.2 Current Situation .................................................................................................................... 2
1.2 CONTRACT OBJECTIVES .............................................................................................................. 5
1.3 SCOPE OF THE WORK .................................................................................................................. 6
1.4 SCOPE OF THE SERVICES ............................................................................................................. 6
1.5 CONTENTS OF THIS REPORT......................................................................................................... 7

1.5.1 Combined Final Feasibility Report ........................................................................................ 7
1.5.2 Contents of this Report ......................................................................................................... 7
Egis Bceom International, France in Association with Egis India Consulting Engineers Pvt. Limited
1. INTRODUCTION
1.1 GENERAL
1.1.1 Background
The National Highways Authority of India (NHAI) has been entrusted with the development,
maintenance and management of such of the National Highways as entrusted to it by the
Government. Under NHDP Phase-V Programme, the Government has decided to convert some of
the existing four lane highways into six lane highways. These projects are to be executed by private
entrepreneurs as DBFO Projects. NHAI invited consultancy services for the Preparation of Feasibility
for the selected sections of National Highways.
The design and construction is to be performed in two steps namely the preparation of feasibility-
cum-preliminary design by a technical consultant followed by the detailed design and construction by
a private concessionaire as DBFO project for each highway in the programme.
This report covers the feasibility-cum preliminary design work by the Consultant for an approximately
103.58 km section of NH5. This work was carried out over the period from November 2006 to [and
including] early March 2007 (Vijayawada-Gundugolanu section), June 2010 (Vijayawada Bypass), &
July 2010 (Hanuman Junction Bypass). The project location map is presented in the following pages
through Figure 1 to Figure 2.
1.1.2 Current Situation

This section of NH-5 was widened over the period 2001 to 2006 from 2 lanes to 4 lanes. Chapter 2
and 3 of this report gives more details on the recent historical aspects, and the current situation of
this road. The majority of the widening was done on line, and also some new bypasses were
constructed. The service roads exist for some length in major City and urban settlements.
Vijayawada City falls between Km 1100+694 and Km 1090+000 on NH-5 and where the project
highway passes through Tadepalli, Benz circle of Vijayawada City. The widening to six laning along
existing alignment would involve significant land acquisition, and demolition of existing properties
along the highway. Moreover, the presence of existing two 2-lane bridges on river Krishna adds to
technical complexity in widening. Detailed project Report (DPR) has been prepared by Mott
MacDonald Consulting Engineers to provide a link between NH-5 and NH-9, and bypass for
Vijayawada on NH-5 is not included in this DPR. There were many representations in the past from
local public to provide a bypass for Vijayawada. Keeping in view all the representations, NHAI has
asked the consultants to study and prepare a Feasibility Report for providing bypass for Vijayawada
City on NH - 5.
Major settlements/ towns along the project road are: Vijayawada, Gannavaram (houses airport for
Vijayawada), Hanuman Junction and Eluru. One Bypass exists along the corridor, listed bellow
Sl. No Name of Bypass Location Length Remark
1 Eluru Bypass North of town 17 km New Alignment
Total length of bypasses (km) 17 km
There are two toll plazas located along the corridor [albeit these are temporary affairs the
permanent plazas are not yet constructed]. The toll plaza locations and the associated road sections
are presented in the table below:
Section length
S. No. Location Toll Section
(km)
1 Pottipadu (Km 1072+580)* 39.1 Vijayawada Hanuman Jn.
Hanuman Jn.
2 Kalaparru (Km 1050+720)* 39.1
Eluru/Gundugolanu
Total length # 78.2 km
Project Road Section of

Golden Quadrilateral
Figure 1: Project Location: NH-5 Vijayawada-Gundugolanu (78.2km)
Figure 2: Project Location (A GOOGLE Earth Image)
1.2 CONTRACT OBJECTIVES

The intention of this specific consultancy project is to look and report on the feasibility of retrofitting
the existing NH-5 from Vijayawada-Eluru-Gundlagolanu in the State of Andhra Pradesh from its
existing situation [a 4 lane highway of about 49.00 km in length] to a 6-lane highway of about 103.58
km in length except Proposed Vijayawada Bypass which is a 4 lane highway with service roads at
approaches and Proposed Hanuman Junction Bypass which is a 6 lane highway with service roads
at approaches.
Specifically the objectives of the consultancy services are to prepare a proposal to retrofit a six-lane
cross-section on to the existing 4-lane highway, providing 4- lane Bypass for Vijayawada City and
providing 6 lane Bypass for Hanuman Junction on NH-5 in a manner which ensures:
Enhanced safety of the traffic, the road users and the people living close to the highway.
Enhanced operational efficiency of the highway.
Fulfilment of the access needs of the local population.
Minimal adverse impact on the road users and the local population due to construction.
Feasible and constructible options for the project with least cost options.
Feasible and constructible options for the project with least cost options.
Avoid heavy Traffic going through Vijayawada town thus minimising the impact on local
population.
1.3 SCOPE OF THE WORK

The scope of work for this study is briefly summarised below.
The National Highways Authority of India (NHAI) has been entrusted with the development,
maintenance and management of such of the National Highways as entrusted to it by the
Government. Under NHDP Phase-V Programme, the Government has decided to convert some of
the existing four lane highways into six lane highways. These projects are to be executed by private
entrepreneurs as DBFO Projects. NHAI invites consultancy services for the Preparation of Feasibility
for the selected sections of National Highways.
The Feasibility Reports thus prepared shall contain, inter alia, the scheme and lay out of the
development of the highway and the project facilities, preliminary design and costing. The report will
form the basis on which a Financial Consultant and a legal consultant, appointed separately in the
next three months, will prepare an RFP document for inviting bids from private entrepreneurs to
award a BOT (Toll) concession. The concession will be on DBFO pattern, wherein the
concessionaire shall, in accordance with a model concession agreement approved by the
Government, take full responsibility to carryout the detailed design, construction, maintenance and
operation of the project highway and the project facilities conforming to the standards specified in the
said agreement. He will obtain all the finances required for the project, and eventually transfer the
project to NHAI after expiry of the concession period in a state as specified in the concession
agreement. The Feasibility Report would thus provide all the technical details, based on which
realistic bids are received from the prospective bidders.
1.4 SCOPE OF THE SERVICES

The Terms of Reference state:
Scope of services shall include but not limited to the following:

Retrofitting six lane on existing 4 lane and Providing New Bypasses
The consultant shall prepare the lay out of the 6 lane facility clearly spelling out the feasible
engineering, technological and management solutions (without detailed design). While evolving these
solutions the Consultant shall always bear in mind that main focus of the assignment will be on
retrofitting a six lane cross section over the existing 4 lane cross section such that the improved
highway is safe, efficient and convenient to the users as well as public living adjacent to the highway.
The Consultants proposal shall ensure the following:
The highway is safe for the road users and the public living adjacent to the highway
Operation of the highway is smooth and efficient
Construction is least disruptive to the users and the public
Land acquisition is kept to the barest minimum
Facilities created already during 4- laning are utilized to the maximum extent
Constraints of site are got over by proven technological solutions
Within the given constraints, the solutions are sound, economical, constructible, and
manageable.
Estimation and analysis of transport demand based on the available data with
consultants
Alternate alignment studies and finalization of bypass alignment
Detailed topographical survey covering all physical features within proposed ROW
(60/80m)
Preliminary design for costing purpose of highway and structures
1.5 CONTENTS OF THIS REPORT
1.5.1 Combined Final Feasibility Report

This third report, in agreement with the reporting requirements, submitted by the Consultant is this
Final Feasibility Report. This report contain, inter alia, the scheme and lay out of the development of
the highway and the project facilities, preliminary design and costing for discussion with NHAI.
1.5.2 Contents of this Report

The Final Feasibility Report is divided in various sections as follows:
Section 1: Introduction
Section 2: Recent history of the road and summary of relevant documents
Section 3: Existing situation on NH5
Section 4: Inception Report [and Draft Feasibility Study Report].
Section 5: Data Collection and Surveys for Feasibility Phase
Section 6: Traffic Surveys and Analysis
Section 7: Accidents and Road Safety
Section 8: Public Utilities
Section 9: Hydrology, Drainage and Canals
Section 10: Design Standards [including geometric design and regulation of access]
Section 11: Pavement, Soils and Materials
Section 12: Affected properties and right of way requirements
Section 13: Structures
Section 14: Highway Traffic Management System
Section 15: User Facilities
Section 16: Roadside furniture
Section 17: The scheme
Section 18: Constructions Planning, Management and Technology
Section 19: Environmental and Social Impact
Section 20: Quantities and Capital Cost
Section 21: Maintenance
Chapter 10: Contents
CHAPTER 10: CONTENTS .................................................................................................................. 1
10. DESIGN STANDARDS [INCLUDING GEOMETRIC DESIGN AND REGULATION OF

ACCESS] .................................................................................................................................. 2
10.1 INTRODUCTION ............................................................................................................................ 2
10.2 TERRAIN CLASSIFICATION & DESIGN SPEED ................................................................................. 2
10.3 RIGHT OF WAY (ROW) ................................................................................................................ 3
10.4 CROSS SECTIONAL ELEMENTS ..................................................................................................... 3
10.5 SUPERELEVATION ........................................................................................................................ 3
10.6 HORIZONTAL ALIGNMENT ............................................................................................................. 3
10.7 VERTICAL ALIGNMENT ................................................................................................................ 4
10.8 STANDARDS FOR INTERCHANGE ELEMENTS .................................................................................. 5
10.9 SUBSURFACE DRAINAGE ............................................................................................................. 5
10.10 DESIGN STANDARDS FOR BRIDGES/STRUCTURES ..................................................................... 7
Egis Bceom International, France in Association with Egis India Consulting Engineeers Pvt. Limited
10. DESIGN STANDARDS [INCLUDING GEOMETRIC DESIGN AND REGULATION

OF ACCESS]
10.1 INTRODUCTION
The design standards for the project highway has been adopted after reviewing the relevant latest
Indian Roads Congress Codes (IRC), Manual of Specifications and Standards for Six Laning of
National Highways Through Public Private Partnership published by Ministry of Shipping, Road
Transport & Highways and international standards such as AASHTO etc.
The various design elements and factors, which govern the functioning of any highway, can be
broadly grouped under the following:
Geometric Design Standards;
o Terrain classification & Design Speed
o Cross sectional Element
o Horizontal Alignment
o Vertical Alignment
Standard for Interchange elements
Subsurface drainage
Design parameters for Bridges and Cross drainage Structures
The basic design philosophy is based on the consideration of providing suitable alignment, cross-
sectional layout, geometrics, safety and access control to cater to the fast and uninterrupted
movement of through traffic. It is also based on the consideration that the widening proposals should
be to the extent feasible within the present Right of Way (ROW) or with minimum land acquisition.
10.2 TERRAIN CLASSIFICATION & DESIGN SPEED
The design speed is the guiding criteria for correlating features such as sight distance, curvature and
super elevation upon which the safe operation of the vehicle depends. The design speed
recommended for different terrain classification system for the project highway is as follows:
Design Speed(kmph)
Terrain Cross Slope (%)
Ruling Minimum
Plain 0-10 100 80
Rolling >10 - 25 80 65
Mountainous >25 - 60 50 40
Steep > 60 40 30
The terrain in the project stretch is virtually all plain with the general cross slope of the country
remaining very much less than 10%.
10.3 RIGHT OF WAY (ROW)
As per NHAI guidelines for Vijayawada-Gundugolanu section, the available Right of Way (ROW)
along the newly constructed bypass during four lane construction is 60m. The available ROW in the
some villages is varying from 20m to 40m. However the project is a retrofitting of a 6 laning scheme
onto the existing situation which will require significant land take. At many isolated locations more
land will be required to suitably accommodate the proposed underpasses, entry/exit ramps, rest
areas, toll plazas and way side amenities etc.
As per NHAI guidelines for Vijayawada/Hanuman Junction bypasses, proposed right of way for the
new bypass alignments is 60/80m. Consultants want to propose a right of way width of 80m, to
accommodate service roads and also to locate various utilities and also to have provision for the
future widening, if required.
10.4 CROSS SECTIONAL ELEMENTS
The details of cross sectional elements adopted for the project road are as per 4 Laning and 6 Laning
Manual. In straight reaches, a camber of the same value as the existing 4 lane pavement is to be
provided. The adopted cross sectional elements are presented in the following sections.
10.5 SUPERELEVATION
Super elevation is provided for all the horizontal curves with radius less than 2000 m in order to
counteract the effect of centrifugal force. As per IRC: 38 -1988, super elevation to fully counteract the
centrifugal force for 75% of the design speed of 100 km/h neglecting the lateral friction developed will
be adopted in design.
The super elevation e has been calculated from the formula.
2
e = (V) / 225 R
Where V is the design speed in kmph( i.e., 100 Kmph) and
R is the radius of the curve in metres.
The maximum super elevation is limited to 7% for Vijayawad-Gundugolanu section and Hanuman
Junction bypass and 5% for Vijayawada bypass as per codal requirement. It must be noted that the
superelevation to be adopted should generally be exactly the one already constructed under the
previous 4 laning,
10.6 HORIZONTAL ALIGNMENT
The tangent sections, circular curve and transition curve elements are the major component of
Horizontal alignment. A balanced control on the above elements is required to provide safe and
continuous flow of vehicles under the general traffic conditions. The horizontal circular curve radius of
360m or more is required to meet the requirement of the design speed of 100kmph.
Transition curves in the form of spiral between the tangent sections and circular curve element are
designed to satisfy the requirements of allowable rate of change in experiencing centrifugal
acceleration by the user and attaining super-elevation on carriageway for the circular curve. For the
horizontal curves with radius of curvature less than 2000 m, transition curves are generally provided
on both ends of circular curve. The minimum transition lengths suggested in the IRC guideline are
indicated in the in the following sections.
10.7 VERTICAL ALIGNMENT
There are two major elements in vertical geometry of an alignment i.e. longitudinal gradient and
vertical curve. The following gradients for Plain / Rolling terrain conditions are given below.
Gradients for Different Terrain

Classification of Gradient
Plain / Rolling
Ruling gradient 3.3% (1 in 30.0)
Limiting gradient 5% (1 in 20.0)
Exceptional gradient 6% (1 in 15.0)
Gradients up to the ruling gradient would be used as a matter of course in design. The limiting
gradients would be used where topography of a place compels this course or where the adoption of
gentler gradients would add enormously to the cost. Further, the steepest gradient or exceptional
gradient is meant to be adopted only in very difficult situations and for short lengths not exceeding
100m at a stretch.
Due to changes in grade in the vertical alignment of the highway vertical curves at the interchanges
and at locations where underpasses are to be inserted different grades will be provided in the design
so as to smoothen the vertical profile resulting in easing off of the changes in the gradients for the
fast moving vehicles. Both summit curves and valley curves will be introduced as per IRC guidelines.
The length of summit curve and valley curves (L) is guided by S, the sight distance and the deviation
angle (N).
(a) For Summit Curves :
2
i) When the length of the curve is greater than the sight distance L = NS / 4.4
ii) When the length of the curve is less than the sight distance L = 2 S 4.4 / N
For Valley Curves :
i) when the length of curve is greater than the stopping sight distance
2
L = NS / (1.5 + 0.035 S)
ii) when the length of curve is less than the stopping sight distance
L = 2 S (1.5 + 0.035 S) / N
10.8 STANDARDS FOR INTERCHANGE ELEMENTS
Lengths of speed change lanes for interchanges recommended are given below. Maximum vertical
gradient of 3.3 % generally would be adopted in design.
Speed Change Lane

Design Radius Stopping Sight
Description Acceleration Deceleration
Speed (Kph) (m) Distance (m)
Lane (m) Lane (m)
Ramp 80 230 130 300 130
Loop 60 130 80 400 150
10.9 SUBSURFACE DRAINAGE
Adequate drainage is a primary requirement for maintaining the structural condition and functional
effect of a good pavements structure including sub grade. Pavement must be protected from any
ingress of water. Otherwise over a period of time it many weaken the sub grade by saturating it and
cause distress in the pavement structure. The GSB layer shall extend through the full formation width
and shall act as the drainage layer for effective subsurface drainage.
Table 10.1 : Design Parameters for Vijayawada-Gundugolanu section and Hanuman Junction
Bypass [100 Kmph Design Speed]
S. No. Description Details
1 Design Speed 100 Kmph
2 Lane width 3.5 m
Rural 4.5m
3 Raised Median
Urban 1.2m
4 Median side paved strip (Shy distance) 0.25 m
5 3-Lane carriageway 10.5m
6 Paved Shoulder 1.5m
Rural 2.0m
7 Earthen Shoulder
Urban 1.5m
8 Pavement & Paved shoulder 2.50%
Camber
9 Earthen shoulder 3.00%
10 Width of Service Road 5.5 m
11 Separation Island Between carriageway & Service road in Urban 1.5m
12 Minimum width of Footpath 1.5m
Rural 2.0m
13 Utility Corridor
Urban 1.5m
14 Maximum superelevation 5.00%
15 Minimum Stopping Sight Distance (SSD) 180 m
16 Minimum Intermediate Sight Distance (ISD) 360 m
17 Minimum radius of horizontal curve 360 m
18 Minimum radius of horizontal curve without transition 2000 m

19 Min. vertical gradient 0.30%
20 Absolute maximum vertical gradient 3.30%
21 Maximum grade change not requiring vertical curve 0.50%
22 Minimum length of vertical curve 60 m
23 Vertical clearance over NH/SH 5.5 m
24 Vertical clearance over rail 6.75 m
25 Radius of Horizontal curve (m) Min. transition length (m) Superelevation
360 130 5.00%
400 115 5.00%
500 95 5.00%
600 80 5.00%
700 70 5.00%
800 60 5.00%
900 55 4.90%
1000 50 4.40%
1200 40 3.70%
1500 35 3.00%
1800 30 2.50%
2000 NR Normal Camber
Horizontal Curve Parameters
Table 10.2: Design Parameters for Vijayawada Bypass [100 Kmph Design Speed]
1 Design Speed 100 Kmph
2 Lane width 3.5 m
Rural 4.5m
3 Raised Median
Urban 1.2m
4 Median side paved strip (Shy distance) 0.25 m
6 Paved Shoulder 1.5m
Rural 2.0m
7 Earthen Shoulder
Urban 1.5m
8 Pavement & Paved shoulder 2.50%
Camber
9 Earthen shoulder 3.00%
10 Width of Service Road 7.0m
11 Separation Island Between carriageway & Service road in Urban 1.5m
12 Minimum width of Footpath 1.5m
Rural 2.0m
13 Utility Corridor
Urban 1.5m
14 Maximum superelevation 5.00%
15 Minimum Stopping Sight Distance (SSD) 180 m
16 Minimum Intermediate Sight Distance (ISD) 360 m
17 Minimum radius of horizontal curve 360 m
18 Minimum radius of horizontal curve without transition 1800 m
19 Min. vertical gradient 0.30%
20 Absolute maximum vertical gradient 3.30%
21 Maximum grade change not requiring vertical curve 0.50%

22 Minimum length of vertical curve 60 m
23 Vertical clearance over NH/SH 5.5 m
24 Vertical clearance over rail 6.5
25 Vertical clearance over rail for DFC 8.435 m
26 Horizontal Curve Parameters
Radius of Horizontal curve (m) Min. transition length (m) Superelevation
360 120 5.00%
400 110 5.00%
500 95 5.00%
600 95 5.00%
700 95 5.00%
800 95 5.00%
900 95 4.90%
1000 85 4.40%
1200 70 3.70%
1500 55 3.00%
1800 0 2.50%
2000 NR Normal Camber
10.10 DESIGN STANDARDS FOR BRIDGES/STRUCTURES
The cross drainage structures shall be classified as culverts, minor bridges and major bridges
depending up on the length of structure as per IRC standards. Structures up to 6m length fall into the
category of culverts, more than 6m and up to 60m in length as minor bridges and beyond this as
major bridges.
The design standards and loading to be considered for culverts, bridges, underpasses, flyovers and
ROBs shall be those laid down in the latest IRC codes and/or IS codes. Where the said codes are
found wanting or are silent other codes at national or international level shall be followed in
consultation with the client. ROBs shall be planned and designed in consultation with the concerned
Railway Authorities.
1. The Indian Road Congress (IRC) codes will be the basis of bridge designs, underpasses and
flyover/ ROBs. For items not covered by latter, provisions of Special Publications and
Specification for Roads and Bridges published by IRC shall be followed.
2. Grades of Concrete for superstructures will be as per MOST Specifications and IRC
Standards. The Minimum grade shall be M40 for PSC and M30 for RCC respectively.
3. For all new 3-lane structures, 3-lane live load will be considered as per IRC-6.
4. Locations of new Minor Bridges will generally be guided by the alignment of the highway.
But, for major bridges, the bridge location and its alignment shall override the highway
requirement in that portion.
5. On economic considerations and for ensuring good riding quality, wherever possible, for the
new bridges the layout of the existing bridges having a number of small spans will be
modified by decreasing the number of spans, maintaining the piers parallel and in line with
those of the existing structure.
6. The deck will have 2.5% unidirectional camber/cross fall and the wearing course will be of
uniform thickness of 15 mm Mastic and 50 mm BC. For high traffic density, thickness of
mastic and BC shall be 25 mm and 40 mm respectively.
7. In general it has been observed during the preliminary study that the type foundations for the
existing bridges have not suffered any distress.
8. Pile foundations may be adopted for flyovers and ROB structures, depending on the
properties of the strata based on sub-soil investigation reports to be carried out by
Concessionaire.
Width of New Bridges
NHAI / 4 laning and 6 laning manual guidelines are to be followed.
Flyovers
Where flyovers are proposed, minimum vertical clearance above the cross roads will be 5.0 m.
Where viaducts [continuous] are proposed and the intent is to also use the road under for vehicular
traffic [as in a 4 lane continuous viaduct with the current road retained under] then all the structure
vertically above the roadway under should have the 5.0 m clearance [and this includes the underside
of the crossheads on the columns].
Planning for New Bridges
In general, the following aspects are taken into account while planning for the new bridges and
structures:
Proper siting of bridge and geometrics of approaches;
Linear waterways and minimum vertical clearances;
Satisfactory geological conditions;
Aligning the piers with those of the existing structure to avoid cross currents and obstruction
to flow;
Minimum distance from the existing structure consistent with construction requirements and
hydraulic consideration;
Modular approach in design for both superstructure and substructures;
Minimum number of spans consistent with road deck levels and minimum vertical clearance
above design HFL
Continuity (Except deck continuity) to be provided in superstructure for better riding quality.
Planning for New Culverts
For culverts, following guidelines will be followed:
(a) For culverts in new carriageway, minimum span and vent height will be kept equal to that of
those in the existing carriageway; raising of deck level according to highway alignment will
be made wherever required.
(b) Weak and non-functional culverts to be dismantled and new culverts to be constructed with
carriageway and median matching with highway plan and profile.
(c) For central widening to three lane, new abutments will be provided on both sides of the
existing culverts. Existing slab to be dismantled and new slab with specified camber to be
cast for the full length.
(d) Culverts in service road locations to be extended up to the road side longitudinal drain.
(e) In new alignments and bypasses, sufficient numbers of balancing culverts are to be provided
wherever alignment crosses through flat agricultural fields and lies in close vicinity to high
embankments of railways and flood bunds.
(f) In case of culverts whose bed and floor have scoured off severely and considerable afflux is
observed, the same will be replaced with new culverts having adequate vents or with a minor
bridge, based on adequate hydrological studies.
(g) Culverts will be designed for IRC Class-A / Class-70R Tracked / Class-70R Wheeled
Loading as per relevant IRC Codal Provisions.
(h) Culverts shall be constructed for full formation width of the roadway.
(i) For pipe culverts, expansion chambers shall be provided at median/ between main
carriageway and service road for proper maintenance.
(j) All cross drainage pipe culverts with less than 900 mm diameter shall be replaced with new
1.2 m (minimum) diameter pipe culverts.
(k) All new pipe culverts shall be of minimum 1.2 m diameter.
Repair / rehabilitation of existing bridges
Repair and rehabilitation of existing bridges shall be carried out by a specialised agency. Before
taking up any repair ( except for items essential for road user safety/ make safe items), a project level
investigation shall be carried out for finding out the cause of distress and to suggest the
rehabilitation / strengthening measures required.
Vijayawada Gundugolanu section, NH-5
FINAL FEASIBILITY REPORT DTI 61 847 B03 11-i 0

CHAPTER 11: CONTENTS ..................................................................................................................................... I
11 PAVEMENT & MATERIALS INVESTIGATIONS AND DESIGN ................................................................... 11-1
11.1 INTRODUCTION ............................................................................................................................................... 11-1
11.2 PAVEMENT CONDITION SURVEY ......................................................................................................................... 11-1
11.3 PAVEMENT ROUGHNESS SURVEY ........................................................................................................................ 11-3
11.4 MATERIALS INVESTIGATION ............................................................................................................................... 11-5
11.5 EVALUATION OF PAVEMENT DESIGN PARAMETERS............................................................................................... 11-11
11.5.1 Design Period ............................................................................................................................................ 11-11
11.5.2 Traffic Volumes ......................................................................................................................................... 11-12
11.5.3 Vehicle Damage Factors ........................................................................................................................... 11-13
11.5.4 Strength of Sub grade ............................................................................................................................... 11-13
11.6 EVALUATION OF DESIGN TRAFFIC (MSA) FOR PAVEMENT DESIGN .......................................................................... 11-14
11.7 PAVEMENT DESIGN FOR NEW CARRIAGEWAY ..................................................................................................... 11-18
11.8 STRENGTHENING OF EXISTING CARRIAGEWAY ..................................................................................................... 11-19
11.9 PAVEMENT COMPOSITION FOR SERVICE ROADS................................................................................................... 11-20
11.10 FUNCTIONAL / STRUCTURAL OVERLAYS DURING OPERATION PERIOD ....................................................................... 11-20
11.10.1 General ..................................................................................................................................................... 11-20
11.10.2 Functional and Structural Overlays Requirement ..................................................................................... 11-20
11 PAVEMENT & MATERIALS INVESTIGATIONS AND DESIGN
11.1 Introduction
Pavement design basically aims at determining the total thickness of the pavement structure as
well as the thickness of the individual structural components for carrying the estimated traffic
loading under the prevailing environmental condition and adopted maintenance strategy with
satisfactory performance of the pavement will result in higher savings in terms of Vehicle
operating costs and travel time. Many design methods, from purely empirical to rigorous
analytical ones are available, and these are practiced in different parts of the world. In our
country, the generally adopted method of design of flexible pavement is the one recommended in
IRC: 37-2001, Guidelines for the Design of Flexible Pavements, is also an analytical method of
pavement design. For the effective design of pavement, rehabilitation proposals, there must
needs to assess the availability & suitability of potential construction material sources in the
project vicinity. Various engineering surveys and materials investigation has been carried out as
part of feasibility study and were discussed in the following sections.
This section presents the pavement and materials investigations followed by design process and
the resulting design recommendations.
11.2 Pavement Condition Survey
The visual pavement condition survey was carried out using Viziroad equipment along the project
road. The equipment is composed of
- A laptop computer with 2 additional keyboards of 24 key each.

- A distance sensor connected to the gearbox of the vehicle
- A 12 channel GPS
- A Digital video camera; plus
- A Bump Integrator for the roughness measurements [refer earlier Section 11.1 for brief
description of the roughness survey]
The Viziroad software was used for data acquisition in terms of distress levels, process and
corrects the raw data for assessment of visual pavement condition functionally.
The equipment was set up for logging the following defects elements and data:
Longitudinal cracking in 3 levels
Rutting/Deformations in 3 levels
Alligator cracking in 3 levels.
Patching in 3 levels.
Potholes in 3 levels
Stripping in 3 levels
Transverse cracking in 3 levels.
Border erosion in 3 levels
Vizir Index
The Vizir index is a quality index as defined from the French Central Road Laboratory. It uses
several matrices and a decision tree to construct a final note from 1 to 7 (computed for
elementary sections of 500m) as follows.
Severity
1 2 3
Damage
Severe deformations, Deformations severely
Perceptible to user
Deformation localized subsidence or affecting safety or
but small
rutting rutting travel time
f < 2 cm
2 f 4 cm f 4 cm
Markedly branched
Hair line cracks in wheel Open and/or branching and/or wide open
Cracking
tracks or centerline cracks cracks; edges
sometimes damaged
Very open crazing
Tighter crazing (<50cm)
Fine crazing with no forming blocks (<20
sometimes accompanied by
Crazing loss of materials cm), sometimes
loss of materials, stripping,
large mesh ( > 50 cm) accompanied by loss
and incipient potholes
of materials
Either re-building Surface work related to type A defects
of part or all of
pavement
Repair Visible damage to
Or surface work Repair has stood up well
repair itself
related to type B
defects
Surface Condition Index Evaluation method

Extent
Severity 0-10% 10-50 % > 50 %
Extent 10-50 > 50 Cracking
0-10 %
Severity % % Index
Deformation 1 1 2 3
If
Index 1 1 2 3 2 2 3 4
(1)
Id
2 2 3 4 3 3 4 5
3 3 4 5 (1) Separate calculations for longitudinal cracking and
crazing. The larger of the two indices is used
If
0 1-2 3 4-5
Id
0 1 2 3 4
1-2 3 3 4 5
3 4 5 5 6
4-5 5 6 7 7
First Damage Index
Extent
0 to 10 % 10 to 50 % > 50%
Severity
1 0 0 0
2 0 0 +1
Surface Condition Index Is
Scale from 1 (best) to 7 (worst)
3 0 +1 +1
Correction for repairs
Pavement condition and actions required corresponding to various values of damage Index Is:
Rating 1 or 2
o Little or no cracking or deformation
o Good surface condition requiring no (or only just requiring) immediate maintenance.
Rating 3 or 4
o Cracks with little or no deformation, or deformation without cracking
o intermediate surface condition, bad enough to trigger maintenance work in the absence
of any other consideration
Rating 5-6-7
o Extensive cracking and deformation
o poor surface condition requiring major maintenance or overlay work
This rating can be cross-linked with deflection data and roughness data for further refinement of the
maintenance, overlay or reconstruction works to be selected. From the analysis of data reveals the
following description of the pavement.
Km Summary condition
Relative good section, low/medium rutting due to flow. Localised severe
1076+480 1062+080
alligator/longitudinal cracks.
Mainly DBST section with structural rutting and extensive, sometimes
1062+080 1061+080 severe alligator cracking. This section is structurally not sound and not
adapted to the existing traffic.
Mainly DBST section with structural rutting and extensive, sometimes
1056+080 1022+480 severe alligator cracking. This section is structurally not sound and not
adapted to the existing traffic.
11.3 Pavement Roughness Survey
The roughness survey of the project road was carried out in December 2006 on existing NH-5.
Roughness was measured using a Farnell bump integrator coupled to the Viziroad equipment.
The roughness of the measured section can be divided in 2 main sections.
First part from Km 1076+480 up to Km 1061+080 and
Second part from Km 1056+080 to Km 1022+480 where roughness is acceptable to bad.
In the above section we observe clearly the bad impact of transitions to bridges and slabs.
Settlements and lack of transition slabs are deteriorating the roughness significantly.
We also observe that the roughness on the old pavement [the original 2 lane road which was
then incorporated into the 4 laning] is in general significantly worse than on the new pavement.
In this section, roughness is mostly affected by the quality of the used asphalt mix, subject to
flow and plastic rutting and not much affected by structural defects.
Only the section in DBST Km 1076+480 to Km 1061+080 and Km 1056+080 to Km 1022+480

subjected to structural deformation and severe alligator cracking.
The results of the roughness survey are shown at the end of the following section.
Detail of the roughness measurements
Roughness was measured on the project section in both directions, in the slow lane, using the
bump (Farrell type on the rear axle of the vehicle). Before measurements the equipment was
calibrated according the specifications of the WB (WB technical paper 47).
Calibration.
Calibration was performed on 8 representative sections, grouped in 4 blocks of 400 m.
Each block was preceded by a lead-in section of 200 m, having a similar roughness to gain and
stabilize speed of the measuring vehicle. Each section was measured 5 times at a speed of 40
km/h and 5 times with a speed of 40 km/h. Those speeds allow evaluating the impact of the
speed on the measurements.
Every section was marked with paint on the road and in both wheel paths the elevation was
measured using a topographic level with intervals of 50 cm.
The roughness of each track was computed in IRI (m/km) according the algorithm defining IRI
computation from topographic surveys, as published by the World Bank using the program
available with the Viziroad equipment.
The roughness of both wheel paths for one test section was average to represent the
representative roughness of the section, as seen by the bump integrator mounted on the rear
axle of the measuring vehicle
The results of the topographic survey and the resulting roughness are summarized in the
following table: The correlation between the number of bump counts and the roughness
measured by topographic survey is shown below for both the 40 and 50 km/h runs.
One can observe that the result almost independent from the speed, as long as we stay within
the limits of 40 to 50 km/h. This allows us to use a unique correlation for all speeds within those
limits.
IRI =0.0047 +0.2125 * Count

The values where the speed is out of the speed limits (38 52.5 km/k) should not be taken in
consideration. For informative reasons they will be shown in the graphs in red.
SECTION SUBSECTION IRI TOPO

1 1 3.94
1 2 3.72
2 1 5.27
2 2 4.33
3 1 3.39
3 2 3.77
4 1 5.66
4 2 5.52
5
CNT50
4 CNT40
3 Linear (CNT50)
Linear (CNT40)
2
0
0 10 20 30 40
11.4 Materials Investigation
A Materials Report for this project has been produced as a separate stand alone document [see
end of this chapter]. Previous materials reports have been analysed, and fresh rock / soil samples
collected and tested. The findings are very briefly summarised below:
Vijayawada and Hanuman Junction Bypass:

Based on the testing results of soils at different locations of Proposed Vijayawada bypass carried
out at the laboratory. The soils are observed to be Black Cotton soils for major length of the
alignment. In some stretches red earth type of soils are noticed. All the soils contain considerable
percentage of clay content. The soils are mostly CL, CI, SC and GC in nature.
Some slushy stretches were observed in some stretches and the top 300mm thick layer is to be
replaced with suitable borrow soil. The approximate total length of such stretches is 2.0 kms.
Apart from these slushy stretches, the soils in most of the other stretches satisfy embankment
requirements. For sub-grade formation it is preferable to provide soils producing a minimum 4-
day soaked CBR of 10%.Some Soils from borrow sources need blending with sand for producing
a CBR of 10%.
Test results of soil samples collected along the proposed alignment of Vijayawada bypass are
tabulated in table below.
The list of borrow soil sources are also furnished below:
a) Tenali (Vejella), Kaakni, Lam, Koppuravuru, Mangalagiri, Krishna bridge approaches and
Vaddeswaram in Guntur District.
b) Thempally, Nunna Mangalapuram and Gollanapally in Krishna District.
Pond Ash: As per the recent Government of India notification, it is mandatory to use pond ash
for road construction works. However as per MoEF and NHAI guidelines, the usage of pond (fly)
ash is proposed for high embankment portions, bridges, flyovers, underpasses and ROB
approaches. Pond ash is to be covered with suitable soils on top and sides as per IRC guidelines.
Vijayawada to Eluru:
Borrow areas for construction of embankment and subgrade were identified from the available
reports. Similarly, useable stone metal quarries, water and sand sources with their locations were
identified for the new construction. All materials complied well with respect to their engineering
and quality aspects.
Table 11.1: Soil test results
Modified
Sand Content /
Atterberg Limits Proctor Test
Gradation
Soil Values
S.N. Mediu Classi FSI CBR
Sampled at Ch. Fine MDD Remarks
Natural m Silt & ficatio (%) (%)
Gravel sand LL PL PI n (in OMC
Moisture Coarse Sand Clay
(%) Sand (%) (%) (%) g/cc (%)
content (%) sand (%) size (%)
(%) )
(%)
1 Sample at Rly track Starting 25.6 1.20 2.80 9.40 13.4 73.2 59.4 22.9 36.5 16.5 19.0 50.0 --
2 Sample at Mandadam 28.2 0.00 0.80 01.8 04.4 93.0 64.6 27.6 37.0 16.9 19.8 60.0 --
Sample at Venkata palem

3 27.5 0.00 01.0 02.2 04.5 92.3 63.0 25.4 37.6 16.5 18.5 55.0 --
near Krishna
Sample at NH-9, Crossing at

4 24.7 0.00 0.00 02.8 17.2 80.0 61.6 24.0 37.6 16.5 20.5 80.0 2.3
Km 265+300
Sample near Pamula Kaluva

5 19.3 0.80 01.4 04.2 13.4 80.2 54.3 24.3 30.0 17.1 20.0 70.0 --
at Km 1079+280
Sample at Nunna at Km
6 18.4 0.40 0.60 06.2 15.2 77.6 54.9 20.0 34.9 17.5 18.5 50.0 --
1072+930
7 Nunna to Gannavaram 16.0 0.00 0.60 23.6 40.8 35.0 28.1 11.7 16.4 22.6 7.47 0.00 17.8
Sample at Gannavaram end

8 15.2 0.00 0.00 19.0 28.0 53.0 43.6 16.8 26.8 20.0 11.6 40.0 3.60
point
Finally, the investigations then carried out led to the use of earth material from the borrow areas
located along NH5 and NH9 as follows:
NH5:
1. Km 1083+080 left side 7km - Sawan Gudem
2. Km 1081+380 left side
3. Km 1079+080 left side 6 km - Purushotam Patnam Quarry
4. Km 1074+080 left side 6km Veerapanneni gudem Quarry
5. Km 1059+080 left side 9 km - Kotta Palli Quarry
NH9:
1. Km 201.2 Right side, gravel quarry
2. Km 219.0 left side 1 km Munieru River Bed, sand source
3. Km.219.0 left side 2.0 km, gravel quarry
4. Km. 226.0, RS, Murieru River Bed, Sand
Sub base
The materials available in gravel/moorum quarries in the surrounding area contain high clay
contents and possess higher Liquid Limit and Plasticity Index values higher than the permissible
values. Percentage passing 75 micron sieve is also very high and these soils dont satisfy 10%
fines requirement as per clause 401 of MORTH Standard Specifications for road and bridge works.
Even blending with sand and stone dust will not satisfy most of the GSB and drainage layer
requirements. A minimum permeability of 20m/day is required for effective drainage layer. Hence
GSB as per grading III, II or grading I of table 400-2 with crushed aggregates may be provided.
All the mixes confirming to the above grading produce a minimum CBR of 30% required for sub
base. They also satisfy the permeability requirements of 20m/day and all the other MORTH and
IRC requirements.
Base and other Pavement courses
For the Vijayawada bypass, two important quarries at Perecherla and Palakaluru are available in
Guntur District. Two important quarries at Donabanda (Km 142+000 to Km 143+000 on NH-9)
and Ketanakonda (Km 1079+680 to Km 1079+580 on NH-5) are available in Krishna District.
Aggregates from these quarries are assessed for the suitability of aggregates for construction of
the base and pavement courses. These quarries were investigated for their suitability for
purposes of base course and other pavement courses, and were established as an acceptable
source for construction of base course and other pavement layers.
Sand Sources
The nearest source of sand (fine aggregate) in the stretch is Krishna river and quarries are
available at Seethanagaram in Guntur District and Damuluru and Moolapadu in Krishna District.
For the validation testing, the sand sample was collected from the river bed. The gradation test
performed on the sand sample indicated fineness modulus of 2.62 which lies between the F.M.
range of 2.6 to 2.9 indicating medium sand. The sample tested corresponded to Grade III. The
results of this sample show there is positive promise and potential for using this sand source for
construction works.
Moolapadu sand is suitable for filling and sand from Seethanagaram and Damuluru is suitable for
construction. Coarse sand available from Seethanagram and Damuluru quarries is suitable for use
in cement concrete works and in sand gravel mixes also.
Construction Water
Water from Krishna river can be used for construction purpose. These are free from major
contamination and hence can be used as the water sources for concrete and construction of road
works. Also, tube wells at suitable places can be installed if necessary. Along with Krishna river
two more rivers were located on NH 5 and 9, which were mentioned below:
1. Tamileru River on NH5 located at Km 1039+380 on Eluru Bypass.

2. Munieru River located at Km 266+000 on NH9.
Water samples from these sources should be tested in laboratory for their suitability.
Eluru to Gundugolanu:
Borrow areas for embankment and subgrade construction inclusive of the quarry materials, water
and sand etc. meeting the technical as well as their quantity aspects were identified based on
existing reports as well as new test results.
In view of the above observations which were based on existing information as well as testing of
the limited soil, quarry and water samples, it seems reasonable to conclude that the prospects of
obtaining suitable and good quantities of various highway materials appears bright. However, it
does not in any way reduce the significance of the Concession Company collecting reasonable
numbers of samples of each type of material and subjecting them to proper engineering tests in a
recognised laboratory when construction of the new widening becomes a reality. Finally, the
investigations then carried out led to the use of earth material from the borrow areas located
along NH5 as follows:
NH-5:
1. Km 1059+080 left side 9 km - Kotta Palli Quarry
2. Eluru Bypass Km 1039+380 - Tamileru River Sand
3. Km 1039+380 Eluru Bypass, left side 6.6 km - Janam Peta quarry
4. Km 1021+080 left side 6.6 km sand gravel mix
11.5 Evaluation of Pavement Design Parameters
11.5.1 Design Period
According to Manual of Specifications and Standards for 6 Laning of Highways through

Public Private Partnership, IRC:SP:87-2010, & IRC:SP:84-2009 flexible pavement shall
be designed for a minimum design period of 15 years or operation period, whichever is more
with a provision of stage construction (Refer Clause 5.4.1 of the stated manual). In the present
case, proposed bypass is of completely new alignment and this project may be implemented on
BOT/DBFO basis. Assuming 3 years time required for construction of bypass, the road will be
operated from 2014.
Summarizing, the design period for the pavement structure for the new carriageway was
considered as 20 years.
11.5.2 Traffic Volumes
As part of Feasibility study for 6 laning of Vijayawada-Eluru-Rajahmundry, section of NH-5, a

detailed traffic surveys along the project road has been conducted in the year 2007. Detailed
traffic projections over the design life and growth rates estimated for different types of vehicles
from such surveys has been used in this report. For the purpose of pavement design, commercial
vehicles of gross vehicle weight more than 3 tonnes has been considered. Such vehicles consisted
of LCVs, 2 axle trucks, 3 axle trucks and multi axle trucks, which generally use the bypass.
Growth rates estimated for the Feasibility Study for 6 laning of Chilakaluripet-Vijayawada, NH-5
and Vijayawada-Eluru-Rajahmundry are suitably modified in the light of four laning of the
Hyderabad-Vijayawada section and adopted for the present study. The growth rates estimated for
the Vijayawada bypass are presented for the realistic scenario. The estimated/proposed growth
rates for different vehicle types are as below for Vijayawada bypass and main stretch and
hanuman junction :
Adopted growth rates for Vijayawada Bypass
2 Axle 3 Axle MAV up MAV >6 HCM/

Period Bus LCV
Truck Truck to 6 Axle Axles EME
2011-15 6.0 7.5 7.5 7.5 7.5 7.5 7.5
2016-20 5.5 6.5 6.5 6.5 6.5 6.5 6.5
2021-25 5.0 6.0 6.0 6.0 6.0 6.0 6.0
>2025 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Adopted growth rates for existing main carriageway and hanuman junction
2 Axle 3 Axle MAV up MAV >6 HCM/

Period Bus LCV
Truck Truck to 6 Axle Axles EME
2011-15 5.5 6.6 6.6 6.6 6.6 6.6 6.6
2016-20 5.5 6.6 6.6 6.6 6.6 6.6 6.6
2021-25 5.0 6.1 6.1 6.1 6.1 6.1 6.1
>2025 5.0 5.0 5.0 5.0 5.0 5.0 5.0
The above growth rates of commercial vehicles have been considered for assessment of design
traffic in terms of MSA.
Estimated traffic of the Vijayawad bypass,Hanuman junction bypass and existing stretch has been
projected with below growth rates and presented for the year 2010. Table 11.1 gives the year
2010 (now base year) traffic volumes in terms of AADT for the entire bypass section, for the
calculation of design traffic in terms of MSA for pavement design.
Table 11.1: Base Year Traffic Volumes
Number of commercial vehicles (AADT) in the year 2010
Type of Commercial western western Hanuman Junction Other than bypass

Vehicles alignment alignment bypass stretch
section 1 section 2
(Vijayawada) (Vijayawada)
Bus 0 0 780 1167
LCV 328 247 386 568
2 axle trucks 1102 1739 900 1667
3 axle Rigid 1287 810 891 2521
Multi axle vehicles 147 162 87 377
Total 2,864 2958 3044 6033
11.5.3 Vehicle Damage Factors
As part of Preparation of Feasibility study for six-laning from chilakaluripet-Vijayawada-Eluru-

Rajahmundry section of NH-5, which is in continuation of the present bypass in east of
vijayawada, a comprehensive axle load surveys were conducted at km 416.700 (Kaza Toll Plaza)
and km 31.500 (Pottipadu Toll Plaza) in the year 2007, to estimate the loading behaviour of
commercial vehicles plying on the stretch of NH-5. Loaded and empty vehicle VDF for each mode
has been estimated. The VDF values obtained from such survey has been used in this report for
estimation of design MSA. The summary of VDFs adopted is given in Table 11.2 below.
Table 11.2: Adopted Vehicle Damage Factors

Pottipadu Toll Recommended
Kaza Toll Plaza
Vehicle Type Plaza VDF ( Weighted
Empty Loaded Empty Loaded Average)
LCV 0.02 1.68 0.01 0.19 0.62
2 Axle 0.17 3.28 0.16 2.83 2.43
3 Axle Rigid 0.26 7.49 0.18 7.43 6.46
MAV 0.49 20.68 0.74 21.55 18.13
As the bypass is not having the bus traffic, the VDF for bus has not been considered. However, in
general the VDF for the bus in most of the cases equivalent to VDF of LCV.
From the above table it can be observed that, the 3-Axle trucks and MAV are overloaded by 20%
and 60 % respectively of the maximum permissible limits.
11.5.4 Strength of Sub grade
The strength of sub-grade in terms of California Bearing Ratio (CBR) is required for the design of
new flexible pavement if catalogue design of IRC: 37-2001 is used. The consultants had explored
and identified the potential borrow areas for the construction of sub grade and embankment
along the proposed bypass alignment. From this investigation and laboratory testing of soil
samples revealed that good strength soils with CBR values varying from 8% to 12 % are available
with reasonable lead. Also, as part of Feasibility study for Preparation of six-laning from
Vijayawada-Eluru-Rajamundry section, a number of borrow areas have been identified along the
project stretch as sources for embankment and subgrade filling material. Such investigation also,
shows that the borrow area soils of CBR 8% are available within the project vicinity with
reasonable lead (haulage distance) from site all along the project road.
Thus, a 4-day soaked CBR of 8 % has been considered as sub-grade strength for pavement
design for the entire project road except vijayawada bypass, where it has considered as 10%.
11.6 Evaluation of Design Traffic (MSA) for Pavement Design
Base year traffic (vehicle category-wise & in terms of AADT), traffic growth rates, design life (in
terms of number of years) and vehicle damage factors are required to estimate the design traffic
in terms of equivalent standard axles. The following data have been considered to arrive at the
design traffic (MSA).
Base year 2010

Traffic opening year 2014 (assumed)
Design Life 20 years (includes 3 year construction period)
Traffic growth rates from section 11.5.2
Vehicle damage factor as listed at Table 11.5.3 above
For flexible pavements, the percentage of vehicles in heaviest loaded lane can be determined as
per IRC: 37-2001 guidelines given below:
Type of facility Lane distribution factor

4- lane divided carriageway (from 2014 to 2033)
75 % of commercial traffic in each direction
for Vijayawada bypass
6- lane divided carriageway (from 2014 to 2033) 60 % of commercial traffic in each direction
The details of MSA calculations are provided in Table 11.4 and the summary is abstracted at
Table 11.3 below.
Table 11.3: Summary of Design MSA for the project road
Design Traffic in MSA

10 year 20 year design
Traffic Homogeneous Section period life
(2014 to (2014 to
2023) 2033)
Vijayawada bypass- Western section-1 34 94
Vijayawada bypass- Western section-2 31 85
Hanuman Junction bypass 20 53
Other than bypass (existing main CW) 46 122
Table 11.4: Summary of Design MSA for the project road

Estimation of Design Traffic in terms of MSA
Western Alignment section-1
Design Cumulative
Commercial Vehicles Bothway (Vehicles/day) ESA in Design
Year Million MSA
2-Axle 3-Axle New Remarks
Bus LCV MAV Total Year Wise
Truck Truck Pavement
VDF values 0.62 0.62 2.43 6.45 18.12
2010 0 328 1102 1287 147 2864 1.90
Growth rate (%) 6.0 7.5 7.5 7.5 7.5
4-Lane
2011 0 353 1185 1384 158 3079 2.04
Construction
2012 0 379 1273 1487 170 3310 2.19
2013 0 407 1369 1599 183 3558 2.35
2014 0 438 1472 1719 196 3825 2.53 2.53
2015 0 471 1582 1848 211 4112 2.72 5.25
Growth rate (%) 5.5 6.5 6.5 6.5 6.5
2016 0 501 1685 1968 225 4379 2.90 8.1
2017 0 534 1794 2096 239 4664 3.09 11.2
2018 0 569 1911 2232 255 4967 3.29 14.5
2019 0 606 2035 2377 271 5289 3.50 18.0
2020 0 645 2168 2531 289 5633 3.73 21.7
Growth rate (%) 5.0 6.0 6.0 6.0 6.0
2021 0 684 2298 2683 306 5971 3.95 25.7
2022 0 725 2435 2844 325 6330 4.19 29.9
2023 0 768 2582 3015 344 6709 4.44 34.3
2024 0 814 2736 3196 365 7112 4.71 39.0
2025 0 863 2901 3388 387 7539 4.99 44.0 Traffic
Opened on
Growth rate (%) 5.0 5.0 5.0 5.0 5.0 New Lanes
2026 0 907 3046 3557 406 7916 5.24 49.3 from year
2027 0 952 3198 3735 427 8311 5.50 54.8 2013
2028 0 999 3358 3922 448 8727 5.77 60.54
2029 0 1049 3526 4118 470 9163 6.06 66.60
2030 0 1102 3702 4324 494 9621 6.37 72.97
2031 0 1157 3887 4540 519 10102 6.69 79.65
2032 0 1215 4082 4767 544 10608 7.02 86.67
2033 0 1276 4286 5005 572 11138 7.37 94.04
2034 0 1339 4500 5255 600 11695 7.74 101.78
2035 0 1406 4725 5518 630 12280 8.13 109.91
2036 0 1477 4961 5794 662 12894 8.53 118.44
2037 0 1550 5209 6084 695 13538 8.96 127.40
2038 0 1628 5470 6388 730 14215 9.41 136.80
2039 0 1709 5743 6707 766 14926 9.88 146.68
2040 0 1795 6030 7043 804 15672 10.37 157.05
2041 0 1885 6332 7395 845 16456 10.89 167.94

Western Alignment section-2
Design Cumulative
Commercial Vehicles Both way (Vehicles/day) ESA in Design
Year Million MSA
2-Axle 3-Axle New Remarks
VDF values 0.62 0.62 2.43 6.45 18.12
2010 0 247 1739 810 162 2958 1.72
Growth rate (%) 6.0 7.5 7.5 7.5 7.5
4-Lane
2011 0 266 1869 871 174 3180 1.84
Construction
2012 0 285 2010 936 187 3418 1.98
2013 0 307 2160 1006 201 3675 2.13
2014 0 330 2322 1082 216 3950 2.29 2.29
2015 0 355 2497 1163 233 4247 2.46 4.76
Growth rate (%) 5.5 6.5 6.5 6.5 6.5
2016 0 378 2659 1238 248 4523 2.62 7.4
2017 0 402 2832 1319 264 4817 2.79 10.2
2018 0 428 3016 1405 281 5130 2.98 13.2
2019 0 456 3212 1496 299 5463 3.17 16.3
2020 0 486 3421 1593 319 5818 3.38 19.7
Growth rate (%) 5.0 6.0 6.0 6.0 6.0
2021 0 515 3626 1689 338 6167 3.58 23.3
2022 0 546 3843 1790 358 6537 3.79 27.1
2023 0 579 4074 1898 380 6930 4.02 31.1
2024 0 613 4318 2011 402 7345 4.26 35.4
2025 7786 39.9 Traffic
0 650 4577 2132 426 4.52
Opened on
Growth rate (%) 5.0 5.0 5.0 5.0 5.0 New Lanes
2026 0 683 4806 2239 448 8175 4.74 44.6 from year
2027 0 717 5047 2351 470 8584 4.98 49.6 2013
2028 0 753 5299 2468 494 9013 5.23 54.82
2029 0 790 5564 2592 518 9464 5.49 60.31
2030 0 830 5842 2721 544 9937 5.77 66.08
2031 0 871 6134 2857 571 10434 6.05 72.13
2032 0 915 6441 3000 600 10956 6.36 78.49
2033 0 961 6763 3150 630 11504 6.67 85.16
2034 0 1009 7101 3308 662 12079 7.01 92.17
2035 0 1059 7456 3473 695 12683 7.36 99.53
2036 0 1112 7829 3647 729 13317 7.73 107.26
2037 0 1168 8220 3829 766 13983 8.11 115.37
2038 0 1226 8631 4020 804 14682 8.52 123.89
2039 0 1287 9063 4221 844 15416 8.94 132.83
2040 0 1352 9516 4432 886 16187 9.39 142.22
2041 0 1419 9992 4654 931 16996 9.86 152.08

Hanuman Junction
Design Cumulative
Commercial Vehicles Bothway (Vehicles/day) ESA in Design
Year Million MSA
Remarks
2-Axle 3-Axle New
VDF values 0.62 0.62 2.43 6.45 18.12
2010 780 386 900 891 87 3044 1.12
Growth rate (%) 5.5 6.6 6.6 6.6 6.6
6-Lane
2011 823 411 959 950 93 3236 1.19
Construction
2012 868 439 1023 1012 99 3441 1.27
2013 916 468 1090 1079 105 3658 1.36
2014 966 498 1162 1151 112 3890 1.44 1.44
2015 1019 531 1239 1226 120 4136 1.54 2.98
Growth rate (%) 5.5 6.6 6.6 6.6 6.6
2016 1075 566 1321 1307 128 4398 1.64 4.6
2017 1135 604 1408 1394 136 4676 1.75 6.4
2018 1197 644 1501 1486 145 4972 1.86 8.2
2019 1263 686 1600 1584 155 5287 1.98 10.2
2020 1332 731 1705 1688 165 5622 2.11 12.3
Growth rate (%) 5.0 6.1 6.1 6.1 6.1
2021 1399 776 1809 1791 175 5951 2.24 14.6
2022 1469 823 1920 1901 186 6298 2.38 16.9
2023 1542 874 2037 2016 197 6666 2.52 19.5
2024 1619 927 2161 2139 209 7056 2.67 22.1
2025 1700 983 2293 2270 222 7468 2.84 25.0 Traffic
Growth rate (%) 5.0 5.0 5.0 5.0 5.0 Opened on
2026 1785 1033 2408 2384 233 7842 2.98 28.0 New Lanes
2027 1875 1084 2528 2503 244 8234 3.13 31.1 from year
2013
2028 1968 1138 2654 2628 257 8646 3.28 34.36
2029 2067 1195 2787 2759 269 9078 3.45 37.81
2030 2170 1255 2926 2897 283 9532 3.62 41.43
2031 2279 1318 3073 3042 297 10008 3.80 45.23
2032 2393 1384 3226 3194 312 10509 3.99 49.22
2033 2512 1453 3388 3354 327 11034 4.19 53.40
2034 2638 1526 3557 3522 344 11586 4.40 57.80
2035 2770 1602 3735 3698 361 12165 4.62 62.42
2036 2908 1682 3922 3882 379 12774 4.85 67.27
2037 3054 1766 4118 4077 398 13412 5.09 72.36
2038 3206 1854 4324 4280 418 14083 5.35 77.71
2039 3367 1947 4540 4494 439 14787 5.61 83.32
2040 3535 2044 4767 4719 461 15526 5.89 89.22
2041 3712 2147 5005 4955 484 16303 6.19 95.41
Assessment of Design Traffic in terms of MSA

Homogeneous section (Vijayawada-Gundugilanu)
Design
Cumulative Design
Commercial Vehicles Bothway (Vehicles/day) ESA in
MSA
Year Million
2-Axle 3-Axle Year Old New Remarks
Bus LCV MAV Total
Truck Truck Wise pavement Pavement
(2012- (2015 -
VDF values 0.62 0.62 2.43 6.46 18.13
2034) 2034)
Awarding
2010 6300
1,167 568 1,667 2,521 377 3.87 &FC
2011 1,225 596 1,750 2,647 396 6614 4.06 4.06 Construction
2012 1,286 626 1,838 2,779 416 6945 4.26 8.32 period of
2013 1,350 657 1,930 2,918 437 7292 2.28 10.60 3yrs
2014 1,418 690 2,027 3,064 459 7658 1.94 12.54 1.94
2015 1,489 725 2,128 3,217 482 8041 3.95 16.49 5.89
2016 1,563 761 2,234 3,378 506 8442 4.15 20.64 10.0
2017 1,641 799 2,346 3,547 531 8864 4.35 24.99 14.4
2018 1,723 839 2,463 3,724 558 9307 4.57 29.56 19.0
2019 1,809 881 2,586 3,910 586 9772 4.80 34.36 23.8
2020 1899 925 2715 4106 615 10260 5.04 39.40 28.8
2021 1,994 971 2,851 4,311 646 10773 5.29 44.70 34.1
2022 2,094 1,020 2,994 4,527 678 11313 5.56 50.25 39.7
2,023 2199 1071 3144 4753 712 11879 5.83 56.09 45.5
6-lane facility
2024 2,309 1,125 3,301 4,991 748 12474.00 6.13 62.21 51.61
2025 2,424 1,181 3,466 5,241 785 13097 6.43 68.65 58.0
2026 2,545 1,240 3,639 5,503 824 13751 6.75 75.40 64.8
2027 2,672 1,302 3,821 5,778 865 14438 7.09 82.49 71.9
2028 2,806 1,367 4,012 6,067 908 15160 7.45 89.94 79.33
2029 2,946 1,435 4,213 6,370 953 15917 7.82 97.75 87.15
2030 3,093 1,507 4,424 6,689 1,001 16714 8.21 105.96 95.36
2031 3,248 1,582 4,645 7,023 1,051 17549 8.62 114.58 103.98
2032 3,410 1,661 4,877 7,374 1,104 18426 9.05 123.63 113.03
2,033 3581 1744 5121 7743 1159 19348 9.50 133.13 122.53
11.7 Pavement Design for New Carriageway
Design of new flexible pavement applies to the new carriageways for the proposed bypass with 6-
lane facility. The methodology recommended in IRC: 37-2001 has been adopted. The objective of
the pavement design is to provide the best combination and thickness of pavement structure
materials, over the sub-grade that will reduce the stress caused by loading to within the load-
carrying capacity of the sub-grade soil. Pavement structure worked out for the entire operation
period will be constructed in one-go before opening to traffic.
The ultimate pavement structure to account for entire design life of 20 years (2014 to 2033) is
presented in Table 11.5 below.
Table 11.5: Pavement Structure for 20 Year Design Life
Pavement composition
Design
Design
Design Section traffic (thickness of layers in mm)
CBR
(msa)
BC DBM WMM GSB
Vijayawada bypass-
10 94 49 128 250 200
Western section-1
Vijayawada bypass-
10 85 47 124 250 200
Western section-2
Hanuman Junction
8 53 41 121 250 200
bypass
Other than bypass
8 122 50 144 250 200
(existing main CW)
As mentioned earlier (Section 11.2.1), the proposed pavement design life of 20 years excluding
construction period was considered. Estimated traffic loading for 20 year concession period in
terms of cumulative standard axle load is quite low compared to the design traffic estimated for
main NH-5 from Vijayawada-Eluru-Rajahmundry section. Moreover, the assessment of traffic in
terms of number of commercial vehicles for such a distant horizon of 20 year from now has
doubtful precision. Also, vehicle fleet composition and vehicle damaging factors obtained today
may not remain same for a future period of 20 years. As per the latest codes and documents, the
strengthening/new construction shall be of 50mm BC. Thus, accordingly the BC layer of thickness
50mm has been considered and the proposed thicknesses and composition of pavement layers is
presented in the Table 11.5 below.
Table 11.5: Recommended Pavement Composition for new construction/widening
Design
Design (thickness of layers in mm)
Design Section traffic
CBR
(msa) Sub
BC DBM WMM GSB
grade
Vijayawada bypass-
10 94 50 125 250 200 500
Western section-1
Vijayawada bypass-
10 85 50 120 250 200 500
Western section-2
Hanuman Junction
8 53 50 110 250 200 500
bypass
Other than bypass
8 122 50 140 250 200 500
(existing main CW)
A sub grade of 500mm thickness and 8% CBR is required as an integral part of the pavement
structure along the project road and 10% for Vijayawada bypass.
11.8 Strengthening of Existing Carriageway
At the time of 6-laning construction, the existing pavement needs to be strengthened by flexible
overlay of 50mm BC to extend the design life with widening portion and matching of bituminous
concrete BC layer for both new construction and overlay.
11.9 Pavement Composition for Service Roads
Service road pavement composition is designed for 10 MSA traffic loading as given in para 5.5.5
of Manual of Specifications & Standards for Six Laning of Highways through Public Private
Partnership published by IRC as SP:87-2010. The design CBR of 8% has been considered. The
composition and thickness of component layers as worked out is given in Table 11.6 below:
Table 11.6: Pavement Composition for Service Roads

Design thickness Total thickness
(mm) (mm)
Bituminous Concrete (BC) 40
Dense Bituminous Macadam (DBM) 60
550
Wet Mix Macadam (WMM) 250
Granular Sub-Base (GSB) 200
Sub grade with 8% CBR 500 500
11.10 Functional / Structural Overlays during Operation Period
11.10.1 General
During the operational phase, the initial designed pavement structure will be subjected to both
load induced and environmental damages. The notion of pavement lifetime can not be easily
defined as development of fatigue damage is inherently random. Safety, riding comfort and cost
effectiveness concerns always require maintenance operations to be performed before complete
pavement failure. Thus, it becomes necessary for the Concessionaire to take up appropriate
maintenance measures to ensure that the functional quality does not fall below the prescribed
levels, and at the same time the structural integrity of the pavement is maintained so that it
serves well throughout the concession period without the need for un-scheduled rehabilitation or
reconstruction measures. During this period, performance of the pavement will be closely
monitored and appropriate maintenance actions taken to maintain its functional characteristics
and structural integrity.
11.10.2 Functional and Structural Overlays Requirement
Considering the design life of 20 years from traffic opening on to the new 4-lane bypass facility,
the following overlay treatments are proposed.
Type-I Overlay
In India, it has been observed that even if the bituminous crust is provided for 15 to 20 year
design period, first overlay is mostly required in the initial operating period of 6 to 8 years after
opening the traffic. During this period, certain damages in the form of undulation and unequal
settlements are anticipated in the pavement surface due to foundation settlement and
compaction of the body of the embankment. For correction of these, a profile correction course
(PCC) of variable thickness would be required. For this purpose, a combination of BC layer of
25mm with PCC of 25mm BC laid with total thickness of 50mm is proposed. Choice of DBM in its
place would have meant a much thicker mat, and also heterogeneous structure (DBM over BC).
Type -2 Overlay
This, comprising a thin surfacing course is essentially intended for restoring the riding quality
which might have deteriorated because of traffic action and other environmental problems. For
high-type roads, this is normally applied once in 6-8 years, and the same frequency is proposed.
The layer will be of BC, 40mm in thickness, using modified binder and 13mm nominal size
aggregate.
In summary, the following maintenance intervention is proposed to cover the entire

operation/concession period.
At the end of year

Type of Overlay Proposed Overlay Structure
after COD
Strengthening (Type 1) with profile 25 mm profile correction BC+ 25
6th to 7th
correction mm BC
12th to 13th Functional (Type 2) 40 mm BC
th th
18 to 19 Functional (Type 2) 40 mm BC
Draft Combined Feasibility Study for 4/6
Laning of Reports Code Page Rev.
CHAPTER 12: CONTENTS ...................................................................................... 1
12. AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS ........... 2
12.1 GENERAL..................................................................................................................................................2
12.2 AVAILABLE RIGHT OF WAY ALONG THE PROJECT ROAD .......................................................................2
12.3 REQUIRED RIGHT OF WAY .......................................................................................................................3
12. AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS
12.1 GENERAL
Once the as-built drawings and site conditions were examined it became obvious that the 6 laning
[along with service roads] could not generally be fitted into within the available right-of-way.
12.2 AVAILABLE RIGHT OF WAY ALONG THE PROJECT ROAD

The Right of Way details (roadway width in meters) collected from the NHAI local offices [in
December 2006] are presented in the following sections.
Discussions with local NHAI and Revenue officers reveals that the recent land-take for 4-laning of
project road was restricted [when 4 laning was undertaken in the 1990s] only to the minimum
required for the construction of additional 2 lanes on the sections other than bypasses. Further these
offices do not hold the up-dated revenue records after the acquisition for 4-laning project except for
some revenue divisions. It is also learned that the RoW boundary stones established in some
sections are destroyed locally by the public for various reasons including farming.
Subsequently the details collected were randomly verified on the field wherever possible and found
to be relatively close to the widths provided by these organisations.
Graphically, for the northern 200 km section of the project, the ROW width is shown on the following
graphs. It can be seen the ROW drops in width to under 30m in places.
Graph 1: Preliminary ROW details [full ROW width shown]
Preliminary Right of way details on northmost 200km section [Total existing ROW width]
120.0
100.0
80.0
ROW Width [m]
60.0
40.0
20.0
0.0
0+000 20+000 40+000 60+000 80+000 100+000 120+000 140+000 160+000 180+000 200+000
Km [Vijayawada - Divnacheru]
12.3 REQUIRED RIGHT OF WAY
For the ease of analysis of land take requirements for the current objective of the project, the Right of
Way details are presented in different sections.
The right of way required for 6-laning with service roads is in the order of 54 meter in the urban
section which includes provision of shoulders and wider service road to cater the mixed local traffic
and 60 in 4 lane Vijayawada bypass, 70 in Existing NH5 widening to 6lane & 80 in Hanuman
Junction Bypass in the rural section. An additional land is required at junctions, interchange for the
provision of cross structures and for wayside amenities and drainage channel relocation. Based on
typical cross sections and these assumptions, the land acquisition requirement is assessed and
summarised in the following tables. It is apparent that the whole project road required acquisition all
along the section.
Vijayawada-Gundugolanu section, NH-5
CHAPTER 13: CONTENTS ................................................................................... 1
13. STRUCTURES ............................................................................................. 2
13.1 INTRODUCTION ....................................................................................................................... 2
13.2 INVENTORY OF STRUCTURES ................................................................................................... 2

13.2.1 General Condition of Bridges / underpasses / ROBs ..................................................... 2
13.2.2 General Condition of Culvert ............................................................................................. 2
13.3 DEFECTS OBSERVED IN BRIDGES AND OTHER STRUCTURES ..................................................... 3
13.4 REMEDIAL MEASURES FOR APPROACH SLAB SETTLEMENT........................................................ 6
13.5 MAJOR BRIDGES / ROBS ...................................................................................................... 7

13.5.1 ROB no. 55/2 at 1049+845 on Eluru Bypass (New 4 lane) ...................................... 7
13.5.2 Major bridge no. 64/5 at km 1040+481 across Tammileru River on Eluru Bypass
(New 4 lane) ............................................................................................................................................. 7
13.5.3 Major bridge no. 70/3 at km 1034+907 across Vyaskani River on Eluru Bypass
(New 4 lane) ............................................................................................................................................. 8
13.6 IMPROVEMENT PROPOSALS ..................................................................................................... 8
13.7 NEW STRUCTURES, [UNDERPASSES, FLYOVERS, VIADUCTS] ................................................... 12
13. STRUCTURES
13.1 INTRODUCTION
This Chapter contains, after this Introduction the following sections:

Section 13.2: Inventory of Structures
Section 13.3: Defects observed in bridges and other structures
Section 13.4: Remedial measures for approach slab settlement
Section 13.5: Major Bridges
Section 13.6: Improvement proposals
Section 13.7: New Structures [underpasses, flyovers, viaducts]
A visual inspection of existing structures on the project section was carried out in the period
December 2006 to January 2007. Coupled with this various relevant reports and inventories from
previous Consultants were collected from NHAI and read.
13.2 INVENTORY OF STRUCTURES

There are of 4 Major Bridges (Total length > 60.0 m), 34 Minor Bridges (6.0 m < Total Length
<60.0m), 4 existing ROBs, 20 underpasses/ cattle crossings and 171 culverts on the various
sections of NH5 on the project road between Vijayawada and Gundugolanu. All the numbers of
structures mentioned above are for individual 2 lane carriageway except for culverts, which are
for 4 - lane.
13.2.1 General Condition of Bridges / underpasses / ROBs
There are 2 major bridges (considering both the carriageway) on the project road. The
superstructures are of PSC / RCC T-Beam and Slab, voided slab type resting on RCC substructures
supported by Well / pile foundations.
The type of superstructures for minor bridges / underpasses / ROBs are RCC solid slab, RCC / PSC
T-beam, voided slab, box girder etc. in most bridges resting on RCC and C.C. gravity type
substructure supported on open / well / pile foundations. Few structures have RCC balanced
cantilever, superstructures also. RCC box type structures / U trough with simply supported
superstructures have been observed at some location. Some bridges have course rubble masonry
substructure and foundation.
The condition of most of the structures is generally good. Some common distresses observed are
spalled concrete; exposed and corroded reinforcement in slabs, piers and abutments; damaged
/missing RCC railing and kerb, depositions of debris and growth of vegetation on pier caps and in
ventways, damaged asphaltic / RCC wearing coat, damaged / missing precast slab, damaged
expansion joints; undismantled steining of well foundations; missing, choked drainage
spouts,leakage around holes for drainage spouts; spalled concrete and corroded reinforcement,
approach slab settlement, settlement of embankment around abutments, damaged metallic crash
barriers in structure approaches etc. In few structures, plasterwork is observed at soffit of box and
cantilever portion, which hides the actual condition of the structures. Bed protection provided, if
any, was not visible in general. Bridges in very bad condition, arch bridges and bridges having
course rubble masonry shall be replaced with new 3-lane structures.
13.2.2 General Condition of Culvert
The culverts observed along the project road are mainly of two type viz. RCC slab culverts and pipe
culverts. Some RCC box culverts are also there. The structural condition of pipe culvert is generally
good, except that some are partially choked or full buried. The condition of culverts is in general
good. Some common distresses noted are missing / damaged parapets; cracked / damaged
headwalls, abutments and wing walls; spalled concrete and corroded exposed reinforcement. Bed
protection provided, if any, was not visible.
Summary of various types of the structures on the project road is as under:

Underpasses
Major bridges * Minor bridges * ROBs * / cattle Culverts
crossings*
4 34 4 20 171
*each carriageway considered separately
13.3 DEFECTS OBSERVED IN BRIDGES AND OTHER STRUCTURES

The following common defects were observed during the visual condition survey of bridges and
other structures on the Vijayawada Rajahmundry section:
1. Damaged hand rails

RCC hand rails are found to be damaged at a number of structures. Damage to handrails is
more frequent at bridges with lesser carriageway widths. At some locations, even the
railing kerbs were found dislocated.
Views showing damage to hand railing
2. Metallic crash barriers in approaches

Metallic crash barriers in approaches were found to be non functional due to removal of
supporting members from posts with rails hanging loose.
3. Structure numbers and chainages

Structure numbers were found missing in few stretches. The sequence of structure
numbering followed is not uniform on the project road. From Km 1076+480 to Km
1061+080 and Km 1056+080 to Km 1022+480 structure numbers are based on old
chainages. In some bypasses, structure numbering is based on individual bypass
chainages.
4. Approach slab settlement

Approach slab settlement has been observed all along the project road mostly in new 2
lane structures. The settlement may have been caused by one or a combination of
following reasons:
a) Poor compaction behind abutments.
b) Leaving the embankments sides undressed after compaction
c) Absence of water collector channels and drainage chutes with stilling basins after
approach slab leading to scouring immediately on sides of wing walls.
d) Use of smaller stones of weight less than 40 kg in pitching of slopes.
e) Use of loose boulder pitching on slopes steeper than 1:2.
5. Debris on pier and abutment caps
Debris was found accumulated on pier and

abutments caps, both at old and new bridge
locations. The packing made around
elastomeric bearings for concreting was
found in place at a number of locations.
6. Debris on deck
Debris have collected towards the outer
edges of the carriageway thereby making
almost half a meter wide strip non usable
and causing blocking of drainage spouts. All
the strip seal expansion joints were also
found filled up by debris.
7. Drainage spouts
Drainage spouts are found to be having different distress in different structures as listed
below:
a) Missing spout grating.
b) Spout hole blocked by debris.
c) Leakage around drainage spout from holes made in deck slab for fixing spouts and
left unplugged.
d) Down take pipe of drainage spout ending at face of deck slab.
e) At some bridge locations, drainage spouts have not been provided at all.
Hole around drainage spout Spalling of concrete due to leakage around

drainage spout pipe ending at soffit of slab
8. False steining of well foundations
False steining of well foundations has not

been dismantled at a number of bridge
locations. This will result in additional
stresses on the structure which are not
accounted for in the designs.
9. Vegetation growth in pier/ abutment caps
Vegetation growth has been

observed at number of
structures. This problem is
more prominent on old
structures.
10. Vent way blockage by vegetation deposit / growth in vent way

Vent way blockage by vegetation deposit /
growth in vent way was noticed at some
bridge locations.
11. Missing / damaged precast slabs in footpaths / expansion joints

Precast slab on footpaths were found damaged / missing at a number of locations making
it hazardous for pedestrians.
Precast expansion gap slabs provided in the Vasista bridge superstructure were found to
be damaged / partly missing. This situation is very dangerous for the road users,
particularly the two wheelers.
12. Wearing Coat

The bituminous wearing coat in most cases is in fair condition with some common distresses
like potholes, scaling, and undulations.
13. Expansion Joints

Solid slab decks have buried seal joints. It is not possible to check condition of expansion
joints because of bituminous overlays, which completely cover the joints. For girder type
decks, joints of steel angle nosing with steel plates / strip seal / gap slab acting as
expansion joint have been provided. Expansion It is not possible to check condition of
expansion joints because of bituminous overlays, which completely cover the joints.
14. Bearings
Bridges with solid slab decks have tarpaper on the abutments and piers. The RCC T- Beam
and slab superstructure are supported on elastomeric / rocker and Rocker cum roller / plate
bearings. The balanced cantilever bridges have metallic rocker and rocker cum roller
bearings.
15. Hydraulics
At most of the sites, growth of vegetation and trees was observed in the riverbed under and
around the bridges. Pedestrian tracks and bunds for storage of water are observed at some
sites. However, no serious problem of inadequacy of waterway, degradation of the bed or
excessive scour around abutments and piers was observed.
13.4 REMEDIAL MEASURES FOR APPROACH SLAB SETTLEMENT

Approach slab settlement has been observed all along the project road mostly in new 2 lane
structures. The settlement may have been caused by one or a combination of following reasons:
a) Poor compaction behind abutments.
b) Leaving the embankments sides undressed after compaction
c) Absence of water collector channels and drainage chutes with stilling basins after approach
slab leading to scouring immediately on sides of wing walls.
d) Use of smaller stones of weight less than 40 kg in pitching of slopes.
This approach slab settlement requires the following general [at many structures] remedial
measures:
a) Before taking up the rehabilitation of settlement of approach slab the embankment
quadrants around the wing walls shall be stablised first.
b) Loose boulder pitching on the settled/ failed embankment shall be removed and stacked
separately.
c) The exposed embankment shall be checked for present compaction conditions. The loose
material, if any, shall be removed and replaced with suitable materials duly compacted.
d) Thereafter, the embankment shall be built up to required levels.
e) Provide loose boulder pitching with boulders weighing not less than 40 kg over 150 thick
filter media.
f) Similarly, all areas of loose boulder pitching having smaller stones shall be replaced with
boulders weighing not less than 40 kg.
g) A toe wall shall be provided at the end of boulder pitching.
h) Provide water collector channels after end of approach slab for a length equal to 2.5 times
the height of embankment with a minimum length of 15 m.
i) Provided RCC drainage chutes at 5 m intervals with one drainage chute at start and end of
water collector channel.
j) Provided stilling basins at end of drainage chutes duly protected from scouring.
k) Now, make up the settlement in approach slab and approach embankment with suitable
bituminous course.
l) In case settlement of approach slab has resulted in the end of approach slab resting on
bracket projecting from dirt walls projecting over the road surface, the approach slab shall
be dismantled and replaced with a new one after making up the settled parts.
13.5 MAJOR BRIDGES / ROBs
13.5.1 ROB no. 55/2 at 1049+845 on Eluru Bypass (New 4 lane)

The existing new 4 lane bridge on has 3 spans (1x 14.4 m + 1x36.9 m + 1x19.9 m) with a total
length of 71.2 m. It has PSC T Beam and slab superstructure for central obligatory span and RCC
T-Beam and slab superstructure for end viaduct spans. The superstructure is supported on RCC
circular piers and RCC solid wall type abutments resting on pile foundations. It has elastomeric
bearings and strip seal type expansion joints. Each 2-lane of existing bridge has 10.05 m deck
width comprising of 7.5 m wide carriageway and 1.8 m footpath including high containment crash
barrier near outer edge and 0.75 m median.
The bridge is in good condition and can be retained in the present condition with minor repairs.
Blocked drainage spout pipes to be cleaned and missing gratings to be replaced. Damaged /
missing precast slabs in footpath to be replaced. The settlement of approach slab is proposed to be
suitably repaired for providing a smooth transition on to the bridge and to improve the riding
quality. It is proposed to provided water collector channels after the approach slabs alongwith
drainage chutes, with stilling basins at ground level, at 5 m intervals for preventing scouring near
edges of wing walls. Rehabilitate boulder pitching on earthfill around abutments.
Widening of existing 2x2 lane structures is not feasible because it is having eccentric
superstructure (towards outer edge) along with a PSC span resting on pile foundations.
13.5.2 Major bridge no. 64/5 at km 1040+481 across Tammileru River on Eluru Bypass
(New 4 lane)
The existing new 4 lane bridge on has 5 spans (1x 24.53 m + 1x36.38 m + 1x 37.15 m +
1x36.85 m +1x24.68 m) with a total length of 159.6 m. It has PSC T Beam and slab
superstructure for 3 nos. central span and voided slab superstructure for end spans. The
superstructure is supported on RCC circular piers resting on well foundations and RCC solid wall
type abutments resting on pile foundations. It has elastomeric bearings and strip seal type
expansion joints. Each 2-lane of existing bridge has 9.905 m deck width comprising of 7.5 m wide
carriageway and 1.865 m footpath including hand rail near outer edge and .54 m railing kerb
towards median. The end span towards Rajahmundry side also serves as an underpass.
The bridge is in good condition and can be retained in the present condition with repairs. Heavy
vibrations are noticed in end spans particularly on Vijayawada side which requires to be
investigated by a specialised agency for finding the cause and to propose & carry out necessary
rehabilitation measures. The settlement of approach slab is proposed to be suitably repaired for
providing a smooth transition on to the bridge and to improve the riding quality. It is proposed to
provided water collector channels after the approach slabs alongwith drainage chutes, with stilling
basins at ground level, at 5 m intervals for preventing scouring near edges of wing walls.
Rehabilitate boulder pitching on earthfill around abutments.
superstructure (towards outer edge) along with a PSC / voided slab superstructures resting on well
/ pile foundations.
13.5.3 Major bridge no. 70/3 at km 1034+907 across Vyaskani River on Eluru Bypass
(New 4 lane)
The existing new 4 lane bridge on has 4 spans of 32.3 m each with a total length of 129.2 m. It
has PSC T Beam and slab superstructure supported on RCC circular piers resting on well
foundations and RCC solid wall type abutments resting on pile foundations. It has elastomeric
bearings and strip seal type expansion joints. Each 2-lane of existing bridge has 9.905 m deck
width comprising of 7.5 m wide carriageway and 1.865 m footpath including hand rail near outer
edge and .54 m railing kerb towards median. The end span towards Rajahmundry side also serves
as an underpass.
The bridge is in good condition and can be retained in the present condition with minor repairs.
The settlement of approach slab is proposed to be suitably repaired for providing a smooth
transition on to the bridge and to improve the riding quality. It is proposed to provided water
collector channels after the approach slabs alongwith drainage chutes, with stilling basins at
ground level, at 5 m intervals for preventing scouring near edges of wing walls. Replace the
damaged concrete near expansion joint and reset the expansion joint. Clean blocked drainage
spouts and replace the missing / damaged spout gratings.
superstructure (towards outer edge) along with a PSC superstructure resting on well / pile
foundations.
Note: Existing 4-lane (2x2lane), Two Major bridges and Two ROBs in Eluru Bypass are having
superstructure with PSC T-Beam Girder Slab/Voided Slab/PSC Box Girder/RCC Box Girder,
supported on deep foundations. As such it is not possible to widen the existing four lane bridges
(2 x 2 lane) to six lane (2 x 3 lane) because the foundation type is deep foundation (Pile/Well)
which are designed for 2 lane loading only and widening of these foundations is not possible hence
they are not able to withstand for 3 lane loading so we have to dismantle and reconstruct the new
3 lane bridge at these locations. Dismantling of the existing structures is a difficult process and
reconstruction of new 6 lane bridges would increase the cost of the project. Therefore from the
economy considerations, the major bridges and ROBs in the Eluru Bypass are proposed for
retention without widening / reconstruction.
13.6 IMPROVEMENT PROPOSALS
There are 4 Major Bridges (Total length > 60.0 m), 34 Minor Bridges (6.0 m < Total Length
<60.0m), 4 existing ROBs, 20 underpasses/ cattle crossings and 171 culverts on the various
sections of NH5 on the project road between Vijayawada and Gundugolanu.
All the numbers of structures mentioned above are for individual 2 lane carriageway except for
culverts which are for 4 - lane. All the improvement proposals, except for culverts, refer to the
improvement of structure for individual carriageway. The improvement proposals for various types
of structures are as under:
13.6.1 Major bridges / ROBs
i. All existing major bridges in good condition shall be retained with 2 - lane configuration for
individual carriageways with necessary repairs.
ii. Existing arch bridges and bridges in bad condition shall be replaced with new 3 lane
bridges.
iii. The span arrangement of new 3-lane major bridges shall be matched with the span
arrangement of the retained major bridges.
iv. The bridges with open foundations can be constructed at same location as that of existing
bridge.
v. The total deck with for the new 3-lane major bridges shall be kept as 14.05 m consisting of
10.5 m wide carriageway, 0.5 m edge shyness near median and 0.25 m shyness near
crash barrier alongside footpath, 1.5 m wide footpath, 0.5 m wide crash barriers on either
side of carriageway and 0.3 m wide steel railing kerb on outer edge of the footpath.
vi. For structures having width less than road cross section at that location, metallic crash
barriers shall be provided in the approaches on both sides of the structure. The length of
metallic crash barriers shall be kept in such a way that the splay is 1:10 so as to provide
a safe entry and exit from the structure having deck width lower than the respective road
cross section.
vii. The structural arrangement of ROBs shall be finalized keeping in view the Railways
requirements.
13.6.2 Minor bridges / underpasses/ Cattle crossings
i. All structures in good condition having simply supported RCC solid slab superstructure and
open foundations shall be widened to 3-lane.
ii. Structures with well / pile foundations having 12 m total deck width shall be retained by
modifying the carriageway to 11.0 m with 0.5 m wide crash barriers on both sides of
carriageway after checking the structure for 3 lane live load.
iii. Structures with well / pile foundations having 9.8 / 10.25m total deck width shall be
retained by replacing the superstructure with equivalent or lower weight steel concrete
composite superstructures of total deck width 12.0 m. abutments (12 m) and piers / piers
caps shall be suitably widened to accommodate the new deck after checking the structure
for 3 lane live load and additional width. The backfill behind abutments and well cap
shall be replaced with one having following properties: 35, 1.8 t / m3 and c = 0.
iv. Structures with well / pile foundations having around 8 m total deck width shall be
replaced by new 3 lane structures.
v. The new 3 lane structures shall be either located parallel to the existing structures with
well / pile foundations or constructed with longer spans such that the foundations of new
structures do not foul with those of existing structures. The structures with open
foundations can be constructed at same location.
vi. Arch bridges, bridges with CRM substructure & foundations and bridges in bad condition
shall be replaced with new 3 lane bridges.
vii. The span arrangement of new 3-lane structures shall be matched with the span
arrangement of the retained structures.
viii. The total deck with for the new 3-lane and widened structures having simply supported
RCC solid slab superstructure and open foundations shall be kept as 14.0 m consisting of
10.5 m wide carriageway, 0.5 m edge shyness near median, 1.5 m paved shoulder and 1.0
m earthen shoulder, 0.5 m wide crash barriers on median side and outer edge of deck
(partly covering earthen shoulder).
ix. For structures having width less than road cross section at that location, metallic crash
barriers shall be provided in the approaches on both sides of the structure. The length of
crash barrier shall be kept in such a way that the splay is 1:10 so as to provide a safe
entry and exit from the structure having lower deck width than the road cross section.
x. While widening the existing structures, traffic shall be diverted through temporary bailey
bridges or culverts, whichever is suitable to site conditions, constructed parallel to the
existing bridge.
13.6.3 Culverts
There are 171 culverts (pipe, slab and box) on the project road. These culverts are of 4 lane
configuration. At a few locations, pipe culvert on existing 2 lane has been extended by a slab /box
culvert on new 2- lane and vice versa. The culverts are generally in good condition. Broken or
missing parapet is a general distresses observed. Headwalls of some of the pipe culverts were
found cracked. Some pipes were found partly choked. Wing walls were found damaged at some
locations.
All the existing culverts, where still functioning and usable, shall be widened to six lanes with
opening at least equal to the existing culvert. The overall width of the culvert shall match with the
highway cross section at the particular location.
13.6.4 Summary of improvement proposals of various types of the existing structures

on the project road is as under
Major bridges
Number of bridges Number of bridges to be
Total number of major
retained without widened with new 2-lane
bridges
widening bridges
2 - -
Minor bridges
Number of
Number of
Number of bridges to Number of
bridges to be
Total number of bridges to be be replace bridges to be
widened with
minor bridges * retained without with new widened to 3-
new 2-lane
widening * 3-lane lane *
bridges *
bridges *
34 1 - 32 1
*each carriageway considered separately
ROBs
Number of
Number of ROBs
Number of ROBs to be bridges to be
Total number of retained to be
replace with new 3-lane widened with
ROBs without
ROBs new 2-lane
widening
bridges
2 2 - -
Underpasses / cattle crossings

Number of
Number of Underpasses / Number of
Underpasses /
Total number of Cattle crossings to be Underpasses /
Cattle crossings
Underpasses / replace with new 3-lane Cattle crossings
retained to be
Cattle crossings Underpasses / Cattle to be widened to
without
crossings 3-lane
widening
10 - - 10
Culverts
Number of
culverts to be
Total number of Number of culverts to be Number of
replace with new
culverts* widened to 3-lane culverts retained
2/ 3-lane
culverts
171 21 150 -
13.6.5 Repairs and rehabilitation of structures:
All the structures shall be inspected by a specialized agency having relevant experience and
expertise. Both visual inspection and non destructive / destructive testing shall be carried out for
assessment of condition of the structure and to finalize its repair and rehabilitation. Based on the
defects observed and test results, a comprehensive repair and rehabilitation plan shall be prepared
for repair and rehabilitation of the distressed bridge components. Both testing and repair and
rehabilitation plan shall be got approved from Independent Consultant.
Common repair / rehabilitation measures (For all structures):
1. Remove debris/ vegetation from pier and abutment caps, expansion joints and bridge
deck.
2. Paint structure numbers in continuous and uniform chainage.
3. Provide water collector channels after end of approach slab for a length equal to 2.5 times
the height of embankment with a minimum length of 15 m.
4. Provided RCC drainage chutes at 5 m intervals with one drainage chute at start and end of
water collector channel.
5. Settled filing around wing walls/ cantilever returns to be filled up, duly compacted, and
pitched with boulders in wire crates as per provisions of IRC: 89 and MoRT&H
specifications.
6. Clean drainage spouts. Provide missing / damaged gratings. Fill up the hole in deck slab
around spout. Replace drainage spouts with short or missing down take pipes. Install
missing drainage spouts at locations where they are missing / not provided at all originally.
7. Construct concrete inspection ladders on boulder pitching around abutment s for an easy
access to the river bed for inspection.
8. Remove vegetation from vent way and pitching around abutments.
9. False steining of well foundations shall be dismantled
10. Replace expansion joints of old bridges with T beam and slab superstructure with strip
seal type expansion joint after rehabilitating / strengthening / thickening the deck slab
near expansion joints suitably.
11. Provide 25 long splayed metallic crash barriers in approaches of bridges with deck width
lesser than the required configuration.
12. Replace / rehabilitate damaged stone pitching on embankments.
13. Replace / rehabilitate damaged upstream and downstream launching aprons of bed
protection works.
14. Replace all RCC railing adjoining carriageway with RCC crash barrier.
13.7 NEW STRUCTURES, [UNDERPASSES, FLYOVERS, VIADUCTS]
General
The project road is proposed to be developed as an access controlled highway so that the through
traffic can flow freely with least interference from the vehicles coming from the cross roads. The
Consultants examined the various junctions and studied their traffic patterns. On the basis of this
study, certain locations have been identified for locating Bypasses and flyovers / underpasses. The
underpasses and grade separators are proposed to cater for the width of the project road. Existing
4 lane underpasses are proposed to be widened to six lane configuration (See Chapter 18).
Bypasses
Vijayawada City falls between Km 1100+694(old chainage km 433+500) and Km 1090+000 (old
chainage km 14+000) on NH-5 where the project highway passes through Tadepalli, Benz circle of
Vijayawada City. The widening to six laning along existing alignment would involve significant land
acquisition, and demolition of existing properties along the highway. Keeping in view all the
representations, NHAI has asked the consultants to study and prepare a Feasibility Report for
providing bypass for Vijayawada City on NH - 5.
The section of NH-5 forming part of the project corridor passes through Gannavaram after crossing
the Vijayawada city. The terminating point is near Pedda Avutapalli on the eastern periphery of
Gannavaram. Traffic flowing between these points necessarily has to pass through thickly
developed area of Gannavaram, using existing 4-Lane NH-5 Road. Due to the congested traffic
flow conditions, Freight movement in this section will be very difficult in the future. This
necessitates the identification of bypass to the existing NH-5 at Gannavaram and Hanuman
Junction.
Flyovers
The flyovers have been proposed at urban locations and main junctions for free flow of through
traffic by elevating the main carriageway. The lifting of main carriageway will start at location
having adequate ROW for catering to width requirement of main carriageway, the generally 7.0 m
wide service roads [and / or ramps] on either side of the main carriageway, drains, footpath etc.
Similarly, the elevated road may be brought down at locations having adequate ROW for catering
to width requirements at start of lifting of main carriageway. Overall length of the flyover will be
determined based on the above considerations in addition to cross traffic / lower ROW etc. The
project road will fly over the cross roads providing minimum 5.0 m vertical clearance. The
standards for the flyovers and for the slip roads will be as per the Manual for 6 laning / IRC
guidelines. The superstructure may consist of precast girders with cast in situ diaphragms and deck
slab or a composite superstructure having steel girders and RCC deck slab.
Underpasses
Underpasses have been proposed to cater for the cross traffic and the pedestrians. While fixing the
vertical profile, the cross road RL is proposed to be depressed to the possible extent (keeping the
cyclones and cultivation in view) so that the existing pavement is least effected. For safety,
convenience and the local requirements; following types of underpasses have been proposed viz.
(i) Pedestrian underpass (PUP)/subways to cater for pedestrian and slow moving traffic
(ii) vehicular underpass (VUP) of 3 types to cater for vehicular traffic at state highways
and other road crossings
(iii) Flyovers for NH crossings
For Pedestrian underpass/subway RCC box structures with clear horizontal opening of maximum 6.
0 m and clear vertical opening of 2.5m have been proposed.
For vehicular underpasses when the project road crosses a cross road, the underpass will be a
single span 12m wide structure with vertical clearance of 5.0m has been proposed on roads
carrying heavy traffic. For other vehicular underpasses vertical clearance of 3.5m has been
proposed.
Flyovers are proposed at locations where the project road crosses a National Highway, or other
significant roads. The project road will fly over the National Highway and a divided six lane width
with individual supports has been proposed. The objective is to have the minimum structure
thickness realistically possible in the deck section as this will reduce the amount of existing road
wasted by the grade separation.
Approaches
As the project road flies over the intersecting roads, adequate land width is needed for the normal
approach embankments. However, as almost all the locations of the proposed grade separators are
near the built-up areas, land acquisition may be difficult. Hence, reinforced soil structures are
proposed for the approaches, of all the flyovers, and some underpasses and some grade
separators.
The structures proposed are as under:
6 Flyovers
13 Pedestrian Underpasses
10 Vehicular Underpasses
29 Minor Bridges on Vijayawada and Hanuman Junction Bypasses
6 Minor Bridges for Continuity of Service Roads
18 Minor Bridges for Continuity of Service Roads in existing Road
2 Major Bridges for Continuity of Service Roads
3 Major Bridges
3 ROBs
67 Culverts on both Bypasses
8 Culverts for Continuity of Service Roads
1 Foot over Bridge in existing Road
The location of these new structures is given in the tables below.
Schedule of New Flyovers
Vertical
S. Chainage Span Effective Total width*
Clearance Remark
No (km) arrangement length (m) (m)
(m)
Vijayawada Bypass
Start of
1 0+790 2 X 30 60 5.5 2 x 12 m
Bypass
NH 9
2 18+740 2 X 30 60 5.5 2 x 12 m
Crossing
3 47+350 2 X 30 60 5.5 2 x 12 m End of Bypass
Hanuman Junction Bypass
Start of
4 1+060 2 X 30 60 5.5 2 x 13.4m
Bypass
5 6+200 2 X 30 60 5.5 2 x 13.4m End of Bypass
Vijayawada Gundugolanu Section
6 1022+930 20+30+20 70 5.5 2 x 13.4m Gundugolanu
*: The total width excludes the clear gap between two super structures, which will be dictated by
the roadway alignment.
Schedule of Foot Over Bridges with Ramps
S. Chainage Span VC Width

Crossing Location
No KM (m) (m) (m)
1 1031+452 50 5 3.5 Denduluru Junction (Drain to Canal)
Schedule of Pedestrian / Cattle Underpasses
Minimum
S. Chainag Span Total
Vertical Remark
No e km arrangement width* (m)
Clearance (m)
Vijayawada Bypass
1 3+980 1 x 7.5 3.5 2 x 12
2 22+800 1 x 7.5 3.5 2 x 12
3 24+695 1 x 7.5 3.5 2 x 12
4 35+950 1 x 7.5 3.5 2 x 12
5 40+080 1 x 7.5 3.5 2 x 12
6 41+120 1 x 7.5 3.5 2 x 12

1073+70
7 1 x 7.5 3.5 2 x 13.4 Atkur
5
1068+95
8 1 x 7.5 3.5 2 x 13.4 Telaprolu Access
5
1067+92
9 1 x 7.5 3.5 2 x 13.4 Ambapuram
0
1066+18
10 1 x 7.5 3.5 2 x 13.4 Kodurupadu Acecess
0
1065+26
11 1 x 7.5 3.5 2 x 13.4 Veeravalli
0
1054+31
12 1 x 7.5 3.5 2 x 13.4 Bommuluru
0
1051+94
13 1 x 7.5 3.5 2 x 13.4 Dasarigudem
0
the roadway alignment
Schedule of New Vehicular Underpasses
Minimum
S. Chainage Span Total width*
Vertical Remarks
No km arrangement (m)
Clearance (m)
Vijayawada Bypass
1 12+305 1x12 5.5 2 x 12 Mandadam Road
2 31+190 1x12 5.5 2 x 12 Nunna Road
3 43+380 1x12 5.5 2 x 12 Agiripalli Road
2 x 13.4 Gudivada Road (SH-46)

4 3+010 1 x 18 5.5
Cum Channel
5 1075+100 1 x 12 5.5 2 x 13.4 Pedda avutapalli
6 1071+544 1 x 12 5.5 2 x 13.4 Pottipadu
7 1063+770 1 x 12 5.5 2 x 13.4 Veeravalli
8 1050+370 1 x 12 5.5 2 x 13.4 Eluru bypass
9 1033+610 1 x 12 5.5 2 x 13.4 Eluru bypass
10 1030+230 1 x 12 5.5 2 x 13.4 Denduluru
the roadway alignment.
New Minor Bridges for Vijayawada Bypass
Proposed Span
Total
S.No Chainage arrangement Type of Structure SIDE
Width*
Nos x length (m)
1 3+360 1x31 PSC T girder and slab Both LHS & RHS 2x12
2 5+840 2x5x3 R.C.C Box cell Both LHS & RHS 2x12
R.C.C T-girder and
9 21+240 1x20 Both LHS & RHS 2x12
slab
R.C.C T-girder and
12 23+350 2x19 Both LHS & RHS 2x12
slab
Proposed Span
Total
Width*
Nos x length (m)
17 30+565 1x10 R.C.C Solid slab Both LHS & RHS 2x12
New Minor Bridges for Hanuman Junction bypass
Proposed Span
Total
Width*
Nos x length (m)
1 2+750 1x7.5x3.5m RCC Box Cell Both LHS & RHS 2x15.20
RCC T girder and
2 5+391 2x16 Both LHS & RHS 2x15.20
slab
*: Total width excludes the clear gap between the two superstructures, which will be dictated by
roadway alignment.
New Minor Bridges on Service Roads
Span
Structure Chainage Total Width
S. No Arrangement Remarks
No Km (m)
(m)
MNB No:
1 1075+820 3 x 4.45 8.70 LHS & RHS
29/2
MNB No:
2 1072+737 3x6.80 8.70 LHS & RHS
32/2
MNB No:
3 1068+844 3 x 6.75 8.70 LHS & RHS
36/1
MNB No:
4 1067.326 6x6.75 8.70 LHS & RHS
37/6
MNB No:
5 1065+780 3 x 5.75 8.70 LHS & RHS
39/2
MNB No:
6 1062+540 2x3.90 8.70 LHS & RHS
42/1
MNB No:
7 1055+743 8x5.75 8.70 LHS & RHS
49/1
MNB No:
8 1037+246 1 x 9.30 8.70 LHS & RHS
67/3
Span
Structure Chainage Total Width
S. No Arrangement Remarks
No Km (m)
(m)
MNB No:
9 1030+415 5 x 6.40 8.70 LHS
76/1
MNB No:
10 1022+851 2 x 7.20 8.70 LHS
#: The length of structures indicated is absolute minimum which is equal to the length of the
existing structure. The actual length required for the service road structure may vary.
New Minor Bridges on Service Roads in Vijayawada bypass
Proposed Span
Total
Width
Nos x length (m)
1 22+815 2x4x2m R.C.C Box cell Both LHS & RHS 2x8.75 m
2 24+850 2x4x2m R.C.C Box cell Both LHS & RHS 2x8.75 m
3 40+900 1x10m R.C.C Solid slab Both LHS & RHS 2x8.75m
New Major Bridge on Service Roads in Vijayawada Bypass
Name
Proposed Span Total Width
S. Chainage of Type of
Arrangement Side (m)
No (km) River / structure
nos x length(m)
stream
Chimala PSC T girder Both LHS &
1 43+250 2 x 30 m 2x8.70m
Vagu and slab RHS
New 4 Lane Major Bridges for Vijayawada Bypass
Name
Proposed Span Total Width*
S. Chainage of Type of
Arrangement Side (m)
No (km) River / structure
nos x length(m)
stream
PSC T
Krishna 1x14(Underpass) Both LHS &
1 15+970 girder and 2x12m
River +101x30+1x40+2x30 RHS
slab
PSC T
Chimala Both LHS & 2x12m
2 43+250 2x30 girder and
Vagu RHS
slab
*: Total width excludes the clear gap between the two superstructures, which will be dictated by
roadway alignment.
New 4 Lane ROBs for Vijayawada Bypass
Proposed Span
Total
S.No Chainage Arrangement Type of Structure
Width**
nos x length(m)
1 2+500 1x20+(3x24)*+1x20 R.C.C T-girder & slab and steel composite 2x12m
2 20+590 8x30+(3x24)*+8x30 P.S.C T-girder & slab and steel composite 2x12m
3 45+870 7x30+(1x24+1x30+1x24)+3x30 P.S.C T-girder & slab and steel composite 2x12m
*: Steel composite bridge

**: Total width excludes the clear gap between the two superstructures, which will be dictated by
roadway alignment.
New Culverts in Vijayawada Bypass
S.No Chainage Type of Crossing Span Arrangement Type of Structure
1 1+260 Nallah/Canal 1x4x2m R.C.C Box

7 8+970 Nallah/Canal 3x1.2 m R.C.C Hume Pipe

New Culverts in Hanuman Junction Bypass
55 0+720 Nallah/Canal 2x1.2 m Pipe Culvert

57 1+820 Nallah/Canal 1x4x2m Box Culvert
** Total width of culvert shall match with the total width of approaches / highway including
earthen shoulders.
New Service Road Culverts in Vijayawada Bypass

New Service Road Culverts in Hanuman Junction Bypass
** Total width of culvert shall match with the total width service road including earthen shoulders.
14. HIGHWAY TRAFFIC MANAGEMENT SYSTEM ............................................ 2
14.1 EXISTING SITUATION ...............................................................................................................................2
14.2 ADVANCED TRAFFIC MANAGEMENT SYSTEM ........................................................................................2
14. HIGHWAY TRAFFIC MANAGEMENT SYSTEM
14.1 EXISTING SITUATION
There is no existing highway traffic management system. The O&M Contract is presently undertaken,
however these do not include any HTMS.
14.2 ADVANCED TRAFFIC MANAGEMENT SYSTEM
A full system needs to be provided [and fully maintained for the life of the concession agreement],
and the requirements for this Highway Traffic Management System shall be given in the Manual for 6
laning.
The proposed system shall consist of following components:
Central Control Center
Real time 3-way communication system between data source-control center-data sources &
display units
Emergency call box
Data acquisition systems
o Automatic traffic classifier and counter
o CCTV Surveillance Systems
o Meteriological data systems
o In motion and static weighing systems
o Mobile communication system
Variable Message Sign Boards (both fixed and portable)
Highway Patrol
Ambulance and vehicle recovery vehicles
Lighting System
The ATMS/HTMS system shall be as per the provisions of 6-Lane manual. In addition, a Backbone
Communication System, consisting of Optical Fibre backbone cable running along the project
highway, is needed to join all the above together.
CHAPTER 15: CONTENTS .......................................................................................... 1
15. USER FACILITIES .......................................................................................... 2
15.1 GENERAL..................................................................................................................................................2
15.2 GUIDELINES OF SELECTION OF SITE .......................................................................................................2
15.3 SPECIFICATION IN THE MANUAL FOR SIX-LANING .................................................................................3
15.4 EXISTING AMENITIES ................................................................................. Error! Bookmark not defined.
15.5 PROPOSED REST AREAS ..........................................................................................................................4
15. USER FACILITIES
15.1 GENERAL
The requirement for User Facilities and Wayside Amenities has to be in accordance with the
provision of guidelines of IRC SP: 87-2010. The important facilities like underpasses for vehicle
crossings, flyovers etc are mentioned in chapters-13 of this report, and in chapter 16. The specific
area of Amenity Areas and Parking Areas proposed along the project highway are covered hereafter.
For the road user, wayside amenities such as drinking water, telephone booths, bus shelters and
road side rest areas are of value. The industrialisation and socio-economic development has
increased the use of telephones. Telephone booths are often available in urban areas but their
provision along highway would also be beneficial. Road side rest areas are essential for long
distance road travellers of main highway. Long distance journeys cause driver fatigue resulting in
poor driving and increase in driver reaction time. In India such services are starting to be provided
but more are needed. To promote safer driving, drivers should be encouraged to have adequate rest
when they feel tired. The provision of rest areas which are conveniently located and are economical
and easy to maintain will help achieve this.
15.2 GUIDELINES OF SELECTION OF SITE
The general guidelines which shall be considered in the planning and designing of a wayside amenity
can be broadly as follow;
i. The facilities are to be provided along highway where these do not exist at present or lacking
ii. Easy availability of the required land for infrastructure development should be kept in view
iii. Site should be away from urban influence and any other similar wayside complex
iv. Feasibility of locating the facility close to scenic/historic/tourist spots should be kept in view
v. Desirably the site should be about 200m away from a road junction
vi. The road alignment should preferably have easy gradients in the vicinity of the complex
vii. Availability of infrastructure facilities like electricity, drinking water and drainage etc. near the
site should be duly considered
viii. From environmental considerations, the facility should create minimum disturbance to the
surroundings
ix. Availability of any existing petrol/repair/spare parts facilities near the proposed locations
should also be kept in view
x. The wayside amenity should be so planned as to allow phased development, subject to the
minimum stipulated scale of facilities being provided in the first instance
15.3 SPECIFICATION IN THE IRC SP 87:2010
The manual on wayside amenities says:
The Project Highway shall have rest areas as specified in Schedule C and be provided with facilities
for the users so as to provide safe and comfortable journey. For this purpose, rest areas shall be
planned with composite facilities for long distance travellers through personal cars, buses and goods
vehicles. Due consideration shall be given to the requirements of different classes of road users
including truck drivers.
Wherever some eateries or informal rest areas exist and cannot be relocated or accommodated
within the planned rest area, they would be separated from the main highway with separation-island
along with safe entry and exit with signs and markings.
Project Highway shall have Rest Area(s) planned such that they are spaced at the intervals of 90
minutes to one hour of driving time between two important cities/towns. They would not be located
between 5 km of a town or city or near interchange where entrance and exit ramps could cause
weaving conflict.
Rest areas shall be planned to cater for traffic moving in both directions such that there is no need for
the vehicles on one carriageway to cross over to the other carriageway. The entry to this Rest
Area(s) would be through deceleration lane and exit through acceleration lane. The minimum width of
these lanes shall be 5.5 m.
Rest Area(s) shall be designed for the expected peak hour long term clientage and shall provide
facilities for parking, restaurant, cafeteria, toilets, telephone and shops for selling items normally
required for traveling, fuel and garage for minor repair, telephone, first aid. The parking should
include parking for expected peak hour truck traffic and cafeteria suitable for fulfilling the need for
Indian truck drivers and shall be paved by CC blocks strong enough to withstand expected loadings.
The whole area shall be elaborately landscaped to provide a pleasing environment.
At locations along the Project Highway where some existing eateries (Dhaba) or other informal rest
areas are located, concessionaire shall make every attempt to shift the business of such
establishments to the identified planned rest area location(s) failing which a safe entry and exit to
these establishment and parking spaces for expected peak hour vehicles shall be provided with
proper signs and markings.
15.4 PROPOSED REST AREAS
To meet the requirements [90km spacing approximately] we required wayside amenities maximum at
two locations;
1. At KM 1023+080(Gundugolanu)
However keeping in view of the adjacent sections of NH-5 (the Project Highway) in which there could
be already these facilities exists or being proposed in NHDP projects, it is recommended to propose
these wayside amenities in integration with nearest available facility by the concessionaire after the
detailed designs.
The suggestive layout (extract from the six-laning Manual) of the comprehensive wayside amenity is
given in the Figure below.
Suggestive layout of Comprehensive Wayside Amenity Centre
16. ROAD FURNITURE AND USER FACILITIES ................................................ 2
16.1 BUS SHELTER ...........................................................................................................................................2
16.2 STREET LIGHTING ...................................................................................................................................2
16.3 HIGH MAST LIGHTING ............................................................................................................................4
16.4 PEDESTRIAN GUARD RAILING.................................................................................................................4
16.5 SAFETY BARRIER .....................................................................................................................................5
16.6 TRAFFIC SIGN AND PAVEMENT MARKING .............................................................................................5
16.7 TRUCK LAY BYES & REST AREAS ...........................................................................................................5
16.8 HECTOMETRE / KILOMETRE / BOUNDARY STONES................................................................................5
16. ROAD FURNITURE AND USER FACILITIES
The Project road facility along the proposed 6 lane highway is proposed to meet the requirement of
Manual of Specifications and Standards for Six Laning of National Highways through Public Private
Partnership. The major project facilities are shall include:
Bus Shelters
Street lighting
Highway lighting
Pedestrian Guard Railing
Safety Barrier
Traffic Signs and road marking
Hectometre/ Kilometre / Boundary Stone
The Rest areas, Toll plazas, ATMS and other user facilities are described in Chapter 14, 15 and 16
respectively.
16.1 BUS SHELTER
The project highway has the regular movement of the government and private buses. There are
about 80 numbers of existing bus ways and bus shelters on the existing 4 lane highway. The new
bus shelters have been provided for the convenience of bus commuters and safe and unimpeded
travel on main carriageway. The new bus shelters have been provided on the proposed service road
at the following locations, governing by site conditions, which will be decided during the detailed
designs by the concessionaire.
Name of
Existing Existing Chainage(LHS) Existing Chainage(RHS) Total
Amenity
1075+020,1065+400,1051+950, 1074+950,1065+500,1052+130,
Bus-Stop 1051+400 1050+280 8
16.2 STREET LIGHTING
Street lighting exists on the following sections [generally town section, or toll plazas. Most of this
lighting will require removal/replacement or upgrading [and thereafter maintaining and power
provision at night]. Virtually no junctions, other than in some urban areas, have lighting currently
provided.
Existing Lighting Locations
From Km post To Km post Location
1072+530 1072+630 Toll Plaza
1050+670 1050+770 Toll Plaza
The street light and high mast light system have to provide in accordance with the manual provisions.
Tentatively the street light has been proposed along the town/ villages for safe movement of traffic on
the service road. The village/urban locations where street light is to be provided are given below.
Proposed Street Lighting Locations
Chainage (Km) Length

Structure
Sl. No. From To (Km)
Start of Vijayawada Bypass
1 Starting of Bypass 0+000 0+100 0.1
2 Flyover at Ch 0+795 0+745 0+845 0.1
3 ROB at Ch 2+500 2+450 2+550 0.1
4 PUP at Ch 3+980 3+930 4+030 0.1
5 VUP at Ch 12+305 12+255 12+355 0.1
6 Major Bridge at Ch 15+970 14+540 17+400 2.86
7 Flyover at Ch 18+740 18+690 18+790 0.1
8 ROB at Ch 20+590 20+540 20+640 0.1
9 PUP at Ch 22+800 22+750 22+850 0.1
10 PUP at Ch 24+695 24+645 24+745 0.1
11 VUP at Ch 31+190 31+140 31+240 0.1
12 PUP at Ch 35+950 35+900 36+000 0.1
13 PUP at Ch 40+080 40+030 40+130 0.1
14 PUP at Ch 41+120 41+070 41+170 0.1
15 VUP at Ch 43+380 43+330 43+430 0.1
16 ROB at Ch 45+873 45+823 45+923 0.1
17 Flyover at Ch 47+300 47+250 47+350 0.1
18 Ending of Bypass 47+780 47+880 0.1
End of Vijayawada Bypass
19 Pedda avutapalli 1075.15 1075.05 0.1
20 Atkur 1074.18 1073.08 1.1
21 Pottipadu 1071.59 1071.49 0.1
22 Telaprolu Access 1069.01 1068.91 0.1
23 Ambapuram 1067.97 1067.87 0.1
24 Kodurupadu Acecess 1066.23 1066.13 0.1
25 Veeravalli 1065.31 1065.21 0.1
26 Veeravalli 1063.82 1063.72 0.1
Start of Hanuman Junction Bypass
27 Starting of Bypass 0 0.1 0.1
28 Flyover at Ch 1+100 0.95 1.05 0.1
29 VUP at Ch 3+000 2.95 3.05 0.1
30 At Ch 4+000 3.95 4.05 0.1
31 Flyover at Ch 6+000 5.95 6.05 0.1
32 Ending of Bypass 6.617 6.717 0.1
End of Hanuman Junction Bypass
Chainage (Km) Length

Structure
Sl. No. From To (Km)
33 Bommuluru 1054.36 1054.26 0.1
34 Dasarigudem 1051.99 1051.89 0.1
35 Eluru bypass 1050.42 1050.32 0.1
36 Eluru bypass 1033.66 1033.56 0.1
37 Denduluru 1030.28 1030.20 0.1
38 Gundugolanu 1023.08 1022.68 0.4
The proper lighting has been proposed at all Pedestrian Subway & Underpass, Vehicular
Underpasses.
The all entry exit ramps along the project highway should be properly lighted. The lighting system
has been proposed at all the bus shelters and the rest area.
16.3 HIGH MAST LIGHTING
The High mast lighting has been proposed at the following location along the project highway:
Toll plaza Location
o Kalaparru (KM 1050+720)
Flyover locations
o Gundugolanu ( KM 1022+930)
On the proposed bypasses Provide High mast lighting at locations specified below .
S. No Chainage, Km Location
Vijayawada Bypass
1 0+795 Start of Bypass Jn.
2 11+500 Toll Plaza Vijayawada Bypass Section 1
3 18+740 At NH 9 flyover/Grade separator
4 35+000 Toll Plaza Vijayawada Bypass Section 2
5 47+350 End of Bypass Jn.
6 1+100 Start of Bypass Jn.
7 6+000 End of Bypass Jn.
16.4 PEDESTRIAN GUARD RAILING
The pedestrian guard railing between the service road and the main carriageway has to be provided
along the urban sections and the villages/towns area along the project highway for the safe
movement of the pedestrian traffic. The railing is not required along the length of villages where the
underpasses have been proposed.
The pedestrian guard rails has to be provided between the nearest at grade junction and the bus
stop for the safe movement of the pedestrian traffic.
16.5 SAFETY BARRIER
The W beam/ concrete safety barrier has been proposed along the project highway at following
locations:
Where the embankment height is 3m or more
Where the embankment is retained by retaining structure
Where the median is less than 4.5m
Both side approach for the Minor & Major Bridges
At sharp horizontal curves locations
16.6 TRAFFIC SIGN AND PAVEMENT MARKING
The gantry sign mounted on post indicating the village name and the important road it would lead to
at all exit locations. The position of these signs should meet the requirement of the IRC 67.
The pavement marking along the project highway should meet the requirement of the IRC 35. The
proper zebra marking has been proposed at the Underpass locations for safe crossing of the
pedestrian traffic. The safety features such as delineators, cats eyes, hazard markers and safety
barrier at hazardous locations has been proposed on the project highway.
16.7 TRUCK LAY BYES & REST AREAS
The Truck Lay byes & Rest areas have to be provided at the locations given below.
S. No Section Name Service Chainage, Km Side
1 Vijayawada-Gundugolanu Truck Lay bye 1072+240 RHS
2 Vijayawada-Gundugolanu Truck Lay bye 1072+240 LHS
S. No Section Name Service Chainage, Km Side
1 Vijayawada-Gundugolanu Rest Area 1023+080 RHS
16.8 HECTOMETRE / KILOMETRE / BOUNDARY STONES
The hectometre/ Kilometre and Boundary stones have been proposed as per the requirement of the
six laning manual.
CHAPTER 17: CONTENTS ...................................................................................................................... 1
17. THE SCHEME .......................................................................................................................... 2
17.1 INTRODUCTION .....................................................................................................................................2
17.2 THE SCHEME ........................................................................................................................................3
17.3 SERVICE ROADS, AND STRUCTURES ....................................................................................................7
17. THE SCHEME
17.1 INTRODUCTION
The scheme is the 96% widening of the existing road from 4 to 6 lanes, excluding a section of
about few km through ROB and Canal Bridges for a length of about 8km.
The scheme includes:

Widening & Rehabilitation: Up-gradation of existing 4-lane divided carriageway to 6-lane
divided carriageway facility for a length of 49.0 kilometres, including rehabilitation of
existing 4-lane carriageway.
Service Roads: Provide 5.5m service road in rural areas for about 73.318 aggregate
kilometres and
Widening of Existing Bridges & CD works: Improvement and widening of 2 Major

Bridges, 17 Minor Bridges and 171 Culverts for main carriageway. All the numbers of
structures mentioned above are for individual 2-lane carriageway except for culverts.
Widening of ROB & Grade Separated Structures: Improvement and widening of 2 ROBs
and 10 Underpasses/Cattle crossings.
New CD Works on Service Road: Provide new 13 Minor Bridges aggregate

New Grade Separated Facilities:
6 Flyovers
13 Pedestrian Underpasses
10 Vehicular Underpasses
Intersections: Improvement of 4 minor intersections of village access.
Lay Bays and Amenities: Provide 8 bus bays with shelter on service road wherever
applicable, 2 truck lay bays, 1 rest areas and 3 toll plazas with base camps.
Others: Provide Highway Traffic Management System, User Facilities, Roadside Furniture
and safety features, localised lighting.
The current right-of-way is insufficient for all this expansion, so some very significant land
acquisition [and property acquisition/demolition] is needed in towns [and some villages| However
where 4 lane continuous viaducts are proposed landtake [along with the accompanying very large
property demolition requirements] will be either eliminated or very much minimised
17.2 THE SCHEME
17.2.1 Statistics on the scheme
The important statistics on the scheme are presented in Table 17.2.1.
Table 17.2.1: Statistics on the scheme

Ref Discipline Description
1 Existing road section of NH5 [all 4 lanes currently]
Length 48.99 Km
Very long bridges 1
Number of existing grade separated
Two [on Eluru Bypass]
structures (full interchange)
Number of existing grade separated
10
structures (only Underpass)
2 Proposed Scheme
Pavement See Chapter 11. Most of the retained road will
Roughness correction on existing road require roughness correction, using a thin
overlay with the correct formulation to avoid
flow. Only the urban area will require a structural
overlay, while the DBST section should be
studied with more attention (probably under
designed otherwise one would not adopt a
DBST).
Length of new pavement [including 1.5m 49.0km of 6-lane with 2x1.5m paved shoulders
paved shoulder] added to existing [excluding service roads] 47.88km
[retained] 4 lanes, and on raised sections
to make 6 lanes
Length of service roads (aggregate) 73.318
3 Structures
Existing Structures There are 34 locations of existing structures
[greater than 6m] on the road.
Most existing structures need to be widened as

applicable.
New normal Structures 302 new structure [including the 2 six lane long
viaducts and 6 four lane long viaducts
mentioned below] locations on mainline and 123
additional structures [see Table 18.3.4] for
service road continuity.
New Long Structures 4 lane viaducts:
2 ROBs
Krishna River Bridge 3144m
4 Toll Plazas 2 plazas currently, likely optimum strategy will
be 3 full plazas with base camps by shifting one
location.
5 Others Provision of full Highway Traffic Management
System
Emergency Communication System
Mobile Communication System CCTV
System
ATCC
VMS
MET System
Mobile Pat & Emergency (Patrols,
Ambulances, Crane, fire tenders):
Traffic Control Centre
Backbone Communication System
[Optical Fibre backbone cable]
Wayside amenities
17.2.2 Typical Cross Sections
The scheme is proposed to widen the existing 4 lane road to 6 lane divided carriageway facility with
paved shoulder and service road. Table 17.2.2 and Table 17.2.3 indicate the location of different
types of road cross sections.
Table 17.2.2: Type of Road Cross Sections along the Project Highway
Chainage(km) Chainage(km)
S. Length CS S. Length CS
No From To (km) Type No From To (km) Type
Start of Vijayawada Bypass 31 40+849 41+384 0.535 2
1 0+000 0+100 0.100 1 32 41+384 43+067 1.684 1
2 0+100 0+491 0.391 1 33 43+067 43+732 0.664 2
3 0+491 1+190 0.699 2 34 43+732 45+687 1.955 1
4 1+190 2+444 1.254 1 35 45+687 46+059 0.372 3
5 2+444 2+556 0.112 3 36 46+059 47+017 0.958 1
6 2+556 3+736 1.180 1 37 47+017 47+742 0.725 2
7 3+736 4+248 0.512 2 38 47+742 47+780 0.038 1
8 4+248 11+200 6.952 1 39 47+780 47+880 0.100 1
9 11+200 11+800 0.600 9 End of Vijayawada Bypass
10 11+800 11+961 0.161 1 40 1076+480 1075+400 1.080 5
11 11+961 12+681 0.720 2 41 1075+400 1074+800 0.600 8
12 12+681 14+153 1.472 1 42 1074+800 1073+905 0.895 4A
13 14+153 17+770 3.617 3 43 1073+905 1073+505 0.400 8
14 17+770 18+316 0.546 1 44 1073+505 1072+980 0.525 5
15 18+316 19+169 0.853 2 45 1072+980 1071+844 1.136 4A
16 19+169 20+314 1.145 1 46 1071+844 1071+244 0.600 8
17 20+314 20+866 0.552 3 47 1071+244 1069+155 2.089 4A
18 20+866 22+574 1.708 1 48 1069+155 1068+755 0.400 8
19 22+574 23+047 0.472 2 49 1068+755 1068+120 0.635 5
20 23+047 24+463 1.416 1 50 1068+120 1067+720 0.400 8
21 24+463 24+955 0.492 2 51 1067+720 1066+380 1.340 4A
22 24+955 30+831 5.876 1 52 1066+380 1065+980 0.400 8
23 30+831 31+590 0.759 2 53 1065+980 1065+460 0.520 5
24 31+590 34+700 3.110 1 54 1065+460 1065+060 0.400 8
25 34+700 35+300 0.600 9 55 1065+060 1064+070 0.990 4A
26 35+300 35+703 0.403 1 56 1064+070 1063+470 0.600 8
27 35+703 36+199 0.496 2 57 1063+470 1060+800 2.670 4A
28 36+199 39+827 3.628 1 Start of Hanuman Junction Bypass
29 39+827 40+275 0.448 2 58 0+000 0+750 0.750 4
30 40+275 40+849 0.573 1 59 0+750 1+450 0.700 8
Chainage(km) Chainage(km)
S. Length CS S. Length CS
No From To (km) Type No From To (km) Type
60 1+450 2+642 1.192 4 80 1046.060 1042.450 3.610 4
61 2+642 3+350 0.708 8 81 1042.450 1041.850 0.600 5
62 3+350 3+700 0.350 4 82 1041.850 1040.300 1.550 4
63 3+700 4+300 0.600 4 83 1040.300 1039.630 0.670 5
64 4+300 5+650 1.350 4 84 1039.630 1039.180 0.450 4
65 5+650 6+350 0.700 8 85 1039.180 1038.530 0.650 5
66 6+350 6+717 0.367 4A 86 1038.530 1037.080 1.450 4
End of Hanuman Junction Bypass 87 1037.080 1036.080 1.000 5
67 1055.650 1055.105 0.545 4A 88 1036.080 1033.910 2.170 4
68 1055.105 1054.510 0.595 5 89 1033.910 1033.310 0.600 8
69 1054.510 1054.110 0.400 8 90 1033.310 1030.530 2.780 6
70 1054.110 1053.980 0.130 5 91 1030.530 1029.930 0.600 8
71 1053.980 1052.140 1.840 4A 92 1029.930 1027.487 2.443 6
72 1052.140 1051.740 0.400 8 93 1027.487 1027.080 0.407 7
73 1051.740 1051.080 0.660 4A 94 1027.080 1024.905 2.175 6
74 1051.080 1050.480 0.600 9 95 1024.905 1024.255 0.650 4
75 1050.480 1049.980 0.500 8 96 1024.255 1023.280 0.975 6
76 1049.980 1047.580 2.400 4 97 1023.280 1022.480 0.800 8
77 1047.580 1046.980 0.600 5 103.59
Total length km
78 1046.980 1046.660 0.320 4
79 1046.660 1046.060 0.600 5
Table 17.2.3 Widening Scheme and Improvement Codes
(a) Widening Scheme and Improvement Codes

Cross-
Description Total Length
section Type
Four-lane cross section with Raised median + fencing both side of main carriageway + embankment slope 2H:1V + Unlined
1 34.650
longitudinal drain and Utility corridor both side in Non Built-up Area
Four-lane Flyover/Underpass Approach cross section with 12m deck width with RE wall/RCC Retaining wall (excluding viaduct
portion) up to carriageway top level over which RCC crash barrier shall rest + 4.5m median+ 1.5m wide separator cum RCC lined cover
2 7.377
drain between Approach and 5.5m wide (excluding shyness) service road both side + 1.5m wide footpath cum utility duct both side after
service road
Four-lane ROB/Major Bridge Approach cross section with 12m deck width with RE wall/RCC Retaining wall (excluding viaduct
3 portion) up to carriageway top level over which RCC crash barrier shall rest + 4.5m median+ 1.5m wide separator cum RCC lined cover 4.653
drain between Approach .
Six-lane cross section, paved width of (2x10.5+2x1.5) with Raised median of 4.5m width, edge shyness of 0.25m each on both sides +
4 2.0m earthen shoulder on both sides + chain link fencing on both sides at the edge of Right of way (ROW) + embankment slope 2H:1V 16.842
+ Unlined longitudinal drain + Utility corridor of 2.0m wide on both sides in Non Built-up Areas
Six-lane cross section, with Raised median of 4.5m width, edge shyness of 0.25m each on both sides + 2.0m earthen shoulder on both
sides + chain link fencing on both sides of main carriageway (MCW), placed between MCW and service road + embankment slope
4a 12.675
2H:1V + Unlined longitudinal drain + 5.5m wide Service Road on both sides + 1.5m earthen shoulder on either sides of the service roads
+ Utility corridor of 2.0m wide on both sides in Non Built-up Areas
Six-lane cross section with Raised Median, 1.5m wide separator cum RCC lined cover drain with Thrie beam metal barrier between
5 7.605
paved shoulder and 5.5m wide service road both side + 1.5m wide footpath cum Utility duct both side after service road in Built-up area.
6 Rural Six-lane cross section with retaining wall(s) at Canal locations where the existing median is 2.5m; Symmetrical widening. 8.373
7 Rural Six-lane cross section at Canal locations where the existing median of 2.5m to replace by crash barrier in Asymmetrical widening. 0.407
Six-lane Flyover/Underpass Approach cross section with 13.4m deck width with RE wall/RCC Retaining wall (excluding viaduct
8 portion) up to carriageway top level over which RCC crash barrier shall rest + 1.5m wide separator cum RCC lined cover drain between 9.208
Approach and 5.5m wide (excluding shyness) service road both side + 1.5m wide footpath cum utility duct both side after service road
9 Toll Plaza Locations 1.800
Total 103.59 km
17.3 SERVICE ROADS, AND STRUCTURES
The scheme for service roads is tabled in Table 17.3.1. Requirements are shown for both the left and
right of the existing road. The provisions of these service roads means new bridges [or underpasses]
are needed:
As crossing structures under the 6 lane carriageway [to link the LHS and RHS service roads
[see Table 17.3.2]
As crossing structures over the 6 lane carriageway [flyovers, footbridges], also see Table
17.3.2;
As structures on the service roads where drainage channels are crossed [i.e. matching the
drainage provisions on the 6 lane mainline] see Table 17.3.3.
Where crossing structures [and flyovers] are provided in some cases existing bridge decks need to
be raised [since the provision of each crossing structure means several hundred metres of existing
mainline roadway has to be re-profiled as approximately table in next page [exact details are subject
to detail design by the Concessionaire]. The amount of re-profiling is determined by the rise in
pavement level needed at the crossing location [this is a function of clearance provision, structural
height of roof of superstructure, and amount if any the crossing level of the structure can be
below the main road level]. Details in respect of the major bridges are described in Chapter 13
[section 13.5].
Details on the required removal of existing bridge defects, to be carried out by the Concession
Company, is given in Section 13.3. The scheme includes making most bridges on the road 6 lanes
[or equivalent of 6 lanes]. As most of the major bridges are 2 lanes in width [each way] and cannot be
widened the assumption used is most of the major bridges are retained unless there is a structural
problem already.
Table showing length of road to be realigned due to local rise of vertical profile [at underpass]
for installation of underpasses for cross access (Grades Table as per IRC)
Design Speed 100 Design Speed 80
Rise
Grade % Length Grade % Length
1 0.932 215 1.314 152
1.5 1.142 263 1.610 186
2 1.318 303 1.859 215
2.5 1.474 339 2.078 241
3 1.614 372 2.276 264
3.5 1.744 401 2.459 285
4 1.864 429 2.628 304
4.5 1.977 455 2.788 323
5 2.084 480 2.939 340
5.5 2.186 503 3.082 357
6 2.283 526 3.219 373
6.5 2.376 547 3.351 388
7 2.466 568 3.477 403
7.5 2.553 588 3.599 417
8 2.636 607 3.717 430
Table 17.3.1: Required provision of Service roads

Chainage (km)
Carriageway Width (m) Length (km) Remarks
From To
Start of Vijayawada Bypass
0+495 1+186 5.5 0.691 both sides
3+74 4+244 5.5 0.504 both sides
11+965 12+677 5.5 0.712 both sides
18+32 19+165 5.5 0.845 both sides
22+578 23+043 5.5 0.465 both sides
24+467 24+951 5.5 0.484 both sides
30+835 31+586 5.5 0.751 both sides
35+707 36+195 5.5 0.488 both sides
39+831 40+271 5.5 0.440 both sides
40+853 41+38 5.5 0.527 both sides
43+071 43+728 5.5 0.657 both sides
47+021 47+738 5.5 0.717 both sides
End of Vijayawada Bypass
1076+480 1060+800 5.5 15.680 both sides
Start of Hanuman Junction Bypass
0+754 1+446 5.5 0.692 both sides
2+646 3+346 5.5 0.700 both sides
5+658 6+717 5.5 1.059 both sides
End of Hanuman Junction Bypass
1055+793 1051+086 5.5 4.707 both sides
1050+476 1049+984 5.5 0.492 both sides
1047+576 1046+984 5.5 0.592 both sides
1046+656 1046+064 5.5 0.592 both sides
1042+446 1041+854 5.5 0.592 both sides
1040+296 1039+634 5.5 0.662 both sides
1039+176 1038+534 5.5 0.642 both sides
1037+076 1036+084 5.5 0.992 both sides
1033+906 1033+314 5.5 0.592 both sides
1030+526 1029+934 5.5 0.592 both sides
1023+272 1022+48 5.5 0.792 both sides
Both side length of Service/Slip Road 73.318
Table 17.3.2: Location of New Grade Separation Structures on the Mainline [6 laning section]
all structures 6 Lane [except where specifically stated]
S. Chainage Span Effective length Vertical Total width*
Remark
No (km) arrangement (m) Clearance (m) (m)
1 1022+930 20+30+20 70 5.5 2 x 13.4 Gundugolanu
New Flyover for Vijayawada Bypass
2 0+790 2 X 30 60 5.5 2 x 12.0 Start of Bypass
3 18+740 2 X 30 60 5.5 2 x 12.0 NH 9
S. Chainage Span Effective length Vertical Total width*

Remark
No (km) arrangement (m) Clearance (m) (m)
Crossing
4 47+350 2 X 30 60 5.5 2 x 12.0 End of Bypass
New Flyover for Hanuman Junction Bypass
5 1+060 2 X 30 60 5.5 2 x 13.4 Start of Bypass
6 6+200 2 X 30 60 5.5 2 x 13.4 End of Bypass
(a) Vehicular Underpass
S. Chainage Span Minimum Vertical Total width*

Remarks
No km arrangement Clearance (m) (m)
Vijayawada Bypass
1 12+305 1x12 5.5 2 x 12 Mandadam Road
2 31+190 1x12 5.5 2 x 12 Nunna Road
3 43+380 1x12 5.5 2 x 12 Agiripalli Road
2 x 13.4 Gudivada Road (SH-46)
4 3+010 1 x 18 5.5
Cum Channel
5 1075+100 1 x 12 5.5 2 x 13.4 Pedda avutapalli
6 1071+544 1 x 12 5.5 2 x 13.4 Pottipadu
7 1063+770 1 x 12 5.5 2 x 13.4 Veeravalli
8 1050+370 1 x 12 5.5 2 x 13.4 Eluru bypass
9 1033+610 1 x 12 5.5 2 x 13.4 Eluru bypass
10 1030+230 1 x 12 5.5 2 x 13.4 Denduluru
(b) Pedestrian Underpass
Chainage Span Minimum Vertical Total width*

S. No Remark
km arrangement Clearance (m) (m)
Vijayawada Bypass
2 x 12
1 3+980 1 x 7.5 3.5
2 x 12
2 22+800 1 x 7.5 3.5
2 x 12
3 24+695 1 x 7.5 3.5
2 x 12
4 35+950 1 x 7.5 3.5
2 x 12
5 40+080 1 x 7.5 3.5
2 x 12
6 41+120 1 x 7.5 3.5
Chainage Span Minimum Vertical Total width*

S. No Remark
km arrangement Clearance (m) (m)
7 1073+705 1 x 7.5 3.5 2 x 13.4 Atkur
8 1068+955 1 x 7.5 3.5 2 x 13.4 Telaprolu Access
9 1067+920 1 x 7.5 3.5 2 x 13.4 Ambapuram
10 1066+180 1 x 7.5 3.5 2 x 13.4 Kodurupadu Acecess
11 1065+260 1 x 7.5 3.5 2 x 13.4 Veeravalli
12 1054+310 1 x 7.5 3.5 2 x 13.4 Bommuluru
13 1051+940 1 x 7.5 3.5 2 x 13.4 Dasarigudem
Table 17.3.4: Structures required for Drainage Continuity
Existing Structures on Main Carriageway Width of Service

Road Structure
Structure Chainage LHS RHS
S. No (m)*
No Km
Length Length
Type Type LHS RHS
(m) (m)
MNB No: RCC Solid RCC Solid
1 1075+820 3 x 4.45 3 x 4.45 8.70 8.70
29/2 slab slab
MNB No: RCC Solid RCC Solid 8.70 8.70
2 1072+737 3x6.80 3x6.80
32/2 slab slab
3 1068+844 3 x 6.75 3 x 6.75
36/1 slab slab
4 1067.326 6x6.75 6x6.75
37/6 slab slab
5 1065+780 3 x 5.75 3 x 5.75
39/2 slab slab
6 1062+540 2x3.90 2x3.90
42/1 slab slab
7 1055+743 8x5.75 slab 8x5.75 slab
49/1
8 1037+246 1 x 9.30 slab 1 x 9.30 slab
67/3
9 1030+415 5 x 6.40 slab 5 x 6.40 slab
76/1
10 1022+851 2 x 7.20 slab 2 x 7.20 slab
#: The length of structures indicated is absolute minimum which is equal to the length of the existing
structure. The actual length required for the service road structure may vary.
*: Deck Width indicated is absolute minimum width of Service Road including 0.25m edge shyness
on both sides, 1.8m Foot Path with railing and 0.5m Crash Barrier both sides.
**: Existing service road bridges to be widened to 8.70m width.
CHAPTER 18: CONTENTS ..................................................................................................................................1
18. CONSTRUCTIONS PLANNING, MANAGEMENT AND TECHNOLOGY ................................2
18. CONSTRUCTIONS PLANNING, MANAGEMENT AND TECHNOLOGY
The requirements for Construction Planning, Management and Technology is given in the Manual of
Specifications and Standards for Six Laning of National Highways through Public Private Partnership published
by Department of Road Transport & Highways Ministry of Shipping, Road Transport & Highways, Government
of India. In case of any contradiction between the Manual and this Chapter, the text in the Manual
shall govern.
The existing 4 lane highway shall remain in operation and continue to be tolled during the course of
construction for expansion of its capacity to 6 lanes. This will put some constrains on construction
activities. Accordingly, the choice by the Concessionaire of construction planning methods,
construction management and technological solutions shall be subject to the following constraints.
(1) The existing 2-lane facility, for each direction shall always be available, along main highway
or along diversion and no reduction in the capacity of the highway during construction shall
be permitted.
(2) Construction shall not cause any deterioration in level of service more than what is expected
due to the nominal increase in traffic.
(3) Since construction and operation shall be concurrent activities, construction shall not in any
way adversely affect safe and efficient operation of the highway.
(4) The construction of additional features (such as underpasses, service roads) may adversely
impact the lives and business activities of the people living close to the highway boundary.
Their safety and access needs during construction shall not be compromised.
(5) Construction traffic using the highway for approaching the construction site and parking of
construction vehicles on the highway will adversely affect the flow of normal highway traffic.
Therefore, the construction vehicles shall approach the construction site from an alternative
approach (say from service road or temporary haul roads) and park outside the existing
carriageway.
(6) No road space shall be used for erection of temporary works or erection and launching of
any overhead structural component for permanent work. All such erection and launching
shall be from near the edge of the ROW.
(7) Safety of the highway traffic during construction shall not be compromised and therefore, full
safety measures shall be taken during construction.
(8) No part of the existing carriageway shall be closed for facilitating construction without
creating equivalent road space. In case it is absolutely necessary to partially close the
carriageway, it shall be for a reasonable period to be decided by the Independent Engineer.
The most essential element of construction planning shall be to ensure that equivalent capacity is
created before closing any portion of the highway for construction. This can be done either by
constructing independent diversion (which can eventually serve as service road) or by constructing
temporary diversion by carving out road space from the existing central median.
Diversion roads shall have the same width as that of the carriageway being diverted so as to ensure
that capacity of the highway or the level of service is not reduced due to construction. It shall have
fluent geometry conforming to design speed of at least 60 kmph. The pavement shall be designed for
10 MSA. The diversion road shall be so planned with respect to alignment and grade that it can be
eventually used as a service road. Usually, the width of one side carriageway of the existing 4 lane
highway is 8.75m while that of the diversion road shall be 7.0m. The extra paved width of 1.75m that
will become available on the service road shall be at the cost of the concessionaire and will be
utilised for meeting local needs (e.g. for parking, passing places, etc.). Once the work on main
carriageway is completed and the use of the diversion road is not required, the entry to and exit from
the diversion road shall be permanently closed such that they are not used as unauthorised entry/exit
ramps.
In case space on the existing carriageway is to be created for use as diversion, it shall be done by
knocking off the central median, removing the filling and paving the median portion with crushed
stone drainage layer over the existing GSB sub base top level followed by WMM base bituminous
layer in thickness appropriate for traffic level of 10MSA. The knocked off median shall be replaced by
pre cast concrete crash barrier segments placed at the edge of the extended pavement and tied
together to provide stability against crash. This arrangement can provide only one extra lane of
diversion in the usual case where median width is only 4.5m.
Eventually the median has to be restored to its original condition by milling the pavement and
removing the bituminous layers and WMM base and leaving the GSB layer intact for median
drainage. The restored median kerb, however, shall extend up to the top of the drainage layer of the
existing pavement such that water in the median remains confined within the kerbs and drain through
the drainage layer. The milled pavement material can be used for service road construction with the
approval of Independent Engineer.
Construction shall be managed in such a way that sequence of construction operations, coordination
of various construction activities, logistics of material and equipment movement, community needs of
access and safety, and management of the highway traffic during construction lead to least
disruption during construction. Construction activities shall generally start at the periphery and
proceed towards the main highway in the end such that diversion alternatives are available when the
main highway becomes the centre of construction activities.
Subject to actual site requirement, the general sequence of construction activities shall be in the
following order:
I. Construction of haul roads
II. Construction of drains, toe walls
III. Construction of service roads, protection of cut slopes abutting properties (wherever
required)
IV. Construction of underpasses
V. Construction of embankment for widening of the carriageway up to sub grade level
VI. Barricading of the main carriageway at the shoulder marking
VII. Excavation of the earthen shoulder of the existing carriageway
VIII. Building of pavement layers
IX. Construction of bridges, culverts, flyovers, grade separators at various points of time as per
overall planning
Appropriate technological solutions shall be adopted to overcome some of the site constraints and to
ensure least disruption due to construction, as conventional technology in such cases may be unsafe
or disruptive. Some of the areas where innovations shall be required are shoring the cut slopes so
that adjoining properties are not endangered, pushing a box to provide an underpass, launching
large pre-cast elements for grade separators, underpasses, etc.
Shoring the cut slopes: Appropriate solutions shall be designed for permanent solution of the cut
slopes. Soil nailing, concrete buttresses, sheet piling or any other solution adequately designed and
approved by Independent Engineer shall be adopted.
1
Box pushing for construction of underpasses :
i) Adequate space for construction of casting and thrust beds shall be arranged
ii) Construction of thrust beds will involve deep excavation. The excavated face shall invariably
be shored/protected. Where such excavation is near some properties, it shall be ensured
that these properties do not suffer any damage.
iii) Top of the excavation shall invariably be cordoned/fenced to rule out any mishaps or
accident.
iv) The rate of construction (pushing) shall be regulated is a manner that the existing road on
top does not get damaged.
v) Utilities coming in the way of pushing shall be identified and diverted/relocated.
vi) After construction is completed, the thrust bed shall be back filled and compacted in layers to
its original density.
Cut and Cover method for construction of underpasses
The excavation shall be done in a safe slope. Back filling the excavation after completion of
construction shall be done with selected soil and filter media and suitable drainage arrangement shall
be made for dissipating hydrostatic pressure.
Where pre cast segments are to be launched in position, the transporting, lifting and launching shall
be done from the haul roads/ service roads,
Pre cast construction of structures
Grade separators/flyover shall be constructed in such a way that there is no need for erecting staging
from the road level and pre cast superstructure is launched in position without causing any significant
[or long term] interference with the highway traffic.
1
Actually there are very few if any places where on inspection this seems a practical construction method, but
this situation may change in detail design.
19. ENVIRONMENTAL AND SOCIAL IMPACT APPRAISAL ............................. 2
19.1 PRELIMINARY ENVIRONMENTAL ASSESSMENT ......................................................................................2

19.1.1 Introduction......................................................................................................................................2
19.1.2 Defining Boundaries for Environmental Assessment ......................................................................2
19.1.3 Inventory of Environmental Features ..............................................................................................3
19.1.4 Preliminary Environmental Assessment ..........................................................................................3
19.2 PRELIMINARY SOCIAL ASSESSMENT.....................................................................................................11

19.2.1 Likely Impact of the Project ..........................................................................................................11
19.2.2 Structures Affected Along The Project Road.................................................................................12
19. ENVIRONMENTAL AND SOCIAL IMPACT APPRAISAL
19.1 PRELIMINARY ENVIRONMENTAL ASSESSMENT
19.1.1 Introduction
The preliminary Environmental Examination for the proposed project has been undertaken as a
parallel exercise with the Engineering Analysis, so as to bring out the environmental concerns in
planning and the proposed design. The basic aim of the present study is to assess the magnitude of
actual and potential environmental concerns due to conversion of the existing 4 lane National
Highways into six lanes. This is also to ensure that the environmental considerations are given due
weightage, in the design of proposed highway improvements being studied. Basic idea is to minimize
adverse environmental and social impacts with best possible engineering solutions at the optimal
cost to make development environmentally sound and sustainable.
Environmental Screening of the study area has the following major objectives:
To classify the type of environmental assessment required,

To delineate the major environmental issues and identify the potential hotspots, which requires
further study i.e. scope for EA,
To recognize the potential environmental concerns,
To determine the magnitude of potential impacts and ensure that environmental
considerations are given due weightage while selecting and designing proposed highway
improvements.
19.1.2 Defining Boundaries for Environmental Assessment
The total length of the existing road under consideration is 48.99 km, which starts from Vijayawada
and traverses through towns of Gannavaram (houses airport for Vijayawada), Hanuman Junction and
Eluru. The project road passes through three districts i.e. Krishna, West Godavari and East Godavari
of Andhra Pradesh State. The area of direct influence will be confined in a linear fashion along the
corridor where the construction activities take place. The road is proposed to be retrofitted into six-
lane for which ROW supposedly, is available and only at places a ROW of 5 meters may be required
for acquisition. Therefore, the area of direct influence of 10 meters on either side has been
considered.
However, for various other environmental Components, which are likely to have a broader area of
influence, a distance of 10 Km. on either side of the road (as per the MOEF Notification of
Environmental Impact assessment, Government of India, 2006) has been used to define the indirect
area of Influence. Thus, the term project influence area referred in this chapter therefore, covers
both direct and indirect area of influence.
The Environmental Screening Report is based on field surveys and investigations made during site
visit, and include information depicting the existing environment characteristics as well as an
assessment of potential impact on the physical and natural environment of the area.
19.1.3 Inventory of Environmental Features
Secondary Data
Secondary information on various environmental components such as physiography, soil, geology,
drainage, forest, ambient air quality, land-use, demography etc. have been collected from old reports
& various published sources to examine the baseline status of the environmental features in the
project influence area,
Local Concerns
In addition to the secondary data collected and the inventory information obtained, discussions with
the stakeholders including the local people and government officials have been held so as to provide
a realistic assessment of any significant/specific socio-environmental concerns due to proposed
project. These discussions helped in incorporating the views of the stakeholders.
19.1.4 Preliminary Environmental Assessment

Baseline Environmental Setup1
The baseline environmental status of the project influence area is based on the field survey within
proposed ROW and within the CoI, i.e., a radius of 10 km from the centerline of the road by
environmental team, as well as data collected from various secondary sources. It will help in
assessing the magnitude of potential impacts both beneficial as well as adverse due to the proposed
project activities on the environment.
Physical Resources
Topography
The configuration of the project area is more or less plain and lies in coastal Andhra Pradesh. The
area is crisscrossed with river Krishna river Godavari and network of various irrigation canals built on
the two rivers.
Situation
This section of project road passes through districts of Guntur, Krishna, W.Godavari and E. Godavari
in the State of Andhra Pradesh. The highway generally traverses through the agricultural zones, and
in the end passes for a short distance, close to Divencheruvu Reserve forest. The existing four lane
development itself is not witnessing designed traffic growths owing to the project highway, as per
discussions with stakeholders and the Engineering team, lying in agricultural hinterland with no major
commercial activity beyond the agricultural. This results in good environmental condition with air,
water & noise levels lying generally within limits. But, the situation may change with time
necessitating regular monitoring of the environmental parameters along the highway and especially
the towns by NHAI/Concessionaire, so that mitigation measures could be enforced in the event of air,
water, noise levels cross permissible levels
Geology, Soils
The vast stretch of the area is represented by Archaeans.The major geological formation in the area
are of Khondalites series with felspar-quartz-biotite genesis, felspar-quartz genesis. These are pre-
1
Source:Baseline Environmental status, vol.- IV EIA, RAP REPORT; ROAD CONSTRUCTION CONTRACT
PACKAGE AP-17
cambrian series and are coarse grained rocks and stretched from NE to SW with steep dips. The
general stratography of the area is presented in the following table:
Geology
Formation Age
Alluvium soils, Coastal Sand and other soils Recent to present
Argillaceous and ferruginous sandstone Upper Jurrassic
Charnockites Peninsular complex Archaeans

Khondalites- Dharwars (Middle) Archaeans
Soils
The soil in the stretch is mainly red soil with texture sandy to silty clayey. The soils are mostly alluvial
derived soils. These are the soils in general with low to medium plasticity except at few locations with
high plastic clayey soils (black cotton). The soils lack adequate drainage and lead to deterioration in
the soil structure. The soils in general are fertile.
Climate
Rainfall The climate of the study area is tropical sub humid with annual precipitation ranging from
1400 - 1600 mm and potential evapo-transpiration varying from 1300-1500 mm. The rainfall in the
area is brought by two spells i.e. South-West monsoon (June-September) and North- East monsoon
(October to November)
Temperature The temperature of the region varies between 36-18 C. It is very warm in May with
a mean maximum temperature touching to 39 C. The seasonal variation in the temperature is
presented in the following table
Season Maximum Minimum Range

Winter Season 32.4 17.1 32-17
Summer Season 39.2 20.4 39-20
Rainy Season 33.1 24.6 33-24
Non-Rainy Season 30.8 17.3 32-17
Humidity - The climate in the region is generally sub-humid. The humidity is slightly less than the
adjacent coastal areas. The relative humidity ranges, generally, at 90 in the morning and 50 in the
evening.
Wind Speed and Direction - Winds are light to moderates in speed, except the gales blow during a
depression or a storm. The winds in the area in general are South-west during the monsoon season
and also in the month of November. While during October and February, winds are Northerly or
north-easterly in the mornings. And, in the afternoons mostly they are northerly or north-east and
south-east directions. In the summer season, winds blow commonly between south-east and south-
west.
Land Use Pattern

Endowed with a rich variety of soils the four coastal districts occupy an important place in States
agriculture, which is the most important occupation. The major agricultural produce is banana,
turmeric, carrot, paddy, black gram, green gram, wheat, groundnut, jowar, bajra and maize. The main
cash crops are sugarcane, chillies, cotton, coconut, tobacco etc.
Water Resources
The project Highway lies in the catchments of River Krishna & River Godavari which are the two
major rivers of this region. The waters of both Rivers Krishna and Godavari are believed to be sacred
and holy. The characteristic feature of the Godavari river catchment is formation of islands (Lanka).
The ground water table varies from 8m to 80m in the project area. Wells, hand pumps and water
supply through pipelines are the main sources of the drinking water whereas water from irrigation
canals is used for agricultural purpose.
Water Quality
Water quality along the road is good as reported by the local communities. There are no major
pollution sources in the area. However, the water sources, where construction activity is proposed,
should be monitored after the detail designing is done, during construction and operation, to
contain/mitigate any probable pollution.
Air Quality
Ambient air quality of the area lies within permissible limits as per the discussion with the State
Pollution Control Board personnels owing to the highway passing through agricultural hinterland and
the traffic volumes being lesser than the designed. The concessionaire should monitor the air quality
in consultation with the, Regional office of the State Pollution Control Board, so that appropriate
mitigation measures may be adopted if the air quality exceeds the permissible limits of CPCB (Table)
to minimize the adverse effects on the environment.
Table: National Ambient Air Quality Standards

Time Residential,
Sensitive Industrial Method of
weighted Rural &
Pollutant Area Area Measurement
Average Other Areas
Improved West and
15 g/m 80 g/m 60 g/m
3 3 3
Annual *
Sulphur Dioxide Gaeke Method
SO2 Ultraviolet
30 g/m 120 g/m 80 g/m
3 3 3
24 hours**
Fluorescence
Jacab & Hochheiser
15 g/m 80 g/m 60 g/m
3 3 3
Annual * Modified (Na-
Oixde of
Arsenite) method
Nitrogen as NO2
Gas phase
30 g/m 120 g/m 80 g/m
3 3 3
24 hours**
Chemiluminescence
High Volume
70 g/m 360 g/m 140 g/m
3 3 3
Annual *
Suspended Sampling
participate (Average flow rate
100 g/m 500 g/m 200 g/m
3 3 3
Matter (SPM) 24 hours** not less than 1.1
3
m / minute)
Respirable
50 g/m 120 g/m 60 g/m
Respirable 3 3 3
Annual *
Particulate particulate
Matter (RPM)
size less than
75 g/m 150 g/m 100 g/m
3 3 3
10 m 24 hours** Matter sampler
Time Residential,
Sensitive Industrial Method of
weighted Rural &
Pollutant Area Area Measurement
Average Other Areas
AAS Method after
0.50 g/m 1.0 g/m 0.75 g/m
3 3 3
Annual *
sampling using
Lead (Pb) EPM 2000 or
0.75 g/m 1.5 g/m 1.00 g/m
3 3 3
24 hours** equivalent filter
paper
3 3 3 Non-dispersive
8 hours** 1.0 mg/m 5.0 mg/m 2.0 mg/m
Carbon infrared
Monoxide (CO) 3 3 3
Spectroscopy
1 hour 2.0 mg/m 10.0 mg/m 4.0 mg/m
* Average of annual sampling ** 8 hour monitoring results

Source: CPCB guidelines
Noise Level
Since the traffic volume on the project road is not much and the highway is generally passing through
open and agricultural fields, noise is not a major problem at present. But, it may be an irritant in city
areas, in future, with the growth in traffic. Noise level monitoring should be carried out, by the
concessionaire during construction and operation, in city/built up areas so that proper mitigation
could be developed as and when the noise level exceeds the standards.
Industries
The sections of NH-5 passes, primarily, through agricultural area but there are, also, some medium
and small size industries. The area has cotton ginning/spinning mills, tobacco based industry, paper
mills, rice mills, saw mills, sugar mills etc. Vijayawada Thermal Power Plant is situated in the project
area.
Mines and Quarries
The project corridor has lime mining, Granite quarries and stone crushers.
Ecological Resources
Trees/Vegetation within corridor of impact
The road alignment passes primarily through rich agricultural fields. In the end of the section it
passes close to Devencheruvu reserve forests. Large number of trees / plants of various species
planted along the avenue and median exist within and outside the ROW. The Photo shows the
2
typical plantation along the project road. Ecological assessment indicates that approximately 14680
trees exist (on both sides of the road) within the R.O.W.
2
Source: Saplings planted in the avenue after construction of existing highway ,PIU NHAI, (Vijayawada, Rajahmundri)
Wildlife
The project highway does not pass through any ecologically sensitive area.
Social Forestry
The avenue and median plantations have been done under social forestry scheme along the highway
at various locations. Divisional Forest Office, Vijayawada, W. Godavari and E. Godavari have the
responsibility of maintenance of this plantation.
Peoples Perception on Project

Major perception on environmental issues raised during the discussions with local peoples and
stakeholders are summarized as follows:
Protection of water bodies, which are very close to the project road,
Minimum loss to the properties,
Minimum loss to agricultural land
Protection of trees and plants which are beyond the formation width, but very close to the
project road,
Protection of cultural properties, archaeological sites,
Provision of Road safety
The Critical Issues

The critical issues in the study area and the main findings of the initial environmental survey are
summarized herewith. These issues are detailed out in this report.
The project area generally has a flat plain terrain.
The climate of the study area is tropical subhumid with annual precipitation ranging from 1400
- 1600 mm and potential evapo-transpiration varying from 1300-1500 mm. The rainfall in the
area is brought by two spells i.e. South-West monsoon (June-September) and North- East
monsoon (October to November)
The major land use pattern along the project road is agricultural, interspersed with small and
medium size industries cotton ginning/spinning, sugar mills, paper mills, rice mills, stone
crushers etc.
The quality of environmental parameters i.e. Air Quality, Water Quality and Noise levels is
good.
The noise level is expected to be high at town junctions during peak traffic.
River Krishna is the major rivers of South India, which cross the project road.
Vijayawada Thermal Power Plant is situated in the vicinity of project area, which is a major
source of electricity generation.
Large number of saplings which have been planted on the avenue i.e. 14680 approx. of
various species exists, which are likely to be impacted due to proposed expansion of the
project highway. The proposed development will result in removal of some of these
saplings/plants.
Town areas along the highway e.g. Hanuman junction at Km. 46.0 from Vijayawada, popular
for the shrine, poses a practical challenge for fitting in the extra lanes.
There are a number of religious structures, falling within the corridor of impact.
Potential Impacts
The main environmental impacts have been analyzed covering Environmental Resources, Human
Use Values and Ecological Resources. A brief description of these impacts is given herewith.
Impact on Water Environment

Two rivers viz Krishna (do not cross the project highway) & Godavari, network of irrigation canals and
a few ponds exist along the project road. Construction activities may lead to degradation of water
quality in terms of increased suspended solids as well as oil / grease concentration. However, during
operation the overall impact on water resources will be positive except oil and grease content.
Adequate precautionary / mitigation measures will be exercised to control these effects during
construction and operation
Impact on Land Environment

Alteration of Agricultural land to non-agricultural land is a major impact on land, as some land needs
to be acquired for the proposed project.
Impact on Air Environment

Adverse impacts on air quality due to the movement of construction machinery as well as haulage of
construction material, site clearance, earth filling etc in construction stage.
Impact on Noise Environment

Movement of construction vehicles, operation of construction machinery and congestion due to
construction activities result in increase in increased noise level in the project area. However during
operation phase, smooth traffic flow will minimize the noise level.
Impact of Human Use Values

There are numbers of Temples, and a large number of shrines within the corridor of impact and the
widening activity will result in the negative impacts in terms of religious sentiments.
Temple near the ROW along the existing Highway
Impact on Ecological Resources

Due to the proposed retrofitting of additional lane and service road, some of the recently planted
trees from the total 14680 numbers of trees within the corridor of impact are likely to be affected,
which will result in ecological degradation. However, transplanting, of the younger plants, and
compensatory afforestation will compensate these losses.
Mitigation Measures
On the basis of information collected during Environment Screening Survey, the following mitigation
measures as given in the following Table have been proposed.
Table: Impact Potential Evaluation
Environmental
Mitigation Measures Locations
Parameters
Air and Noise (i) By improving intersections; (ii) By removing At all towns e.g.
Quality traffic bottlenecks; (iii) By maintaining a steady Gannavaram, Vijayawada,
Improvements stream flow of traffic and by segregating slow Hanuman Junction
and fast moving traffic.
(ii) Noise barriers, if a section regularly, has Various town areas falling
parameters above permissible levels and on the project highway
plantation at sensitive areas
Drainage and Run (i). Provision of adequate size and number of All along the project road
off of Water cross-drainage structures to ensure efficient
cross- drainage
Contamination of (i) Construction work near water bodies will be At all water bodies
water quality avoided especially during monsoon periods
Environmental
Mitigation Measures Locations
Parameters
(ii) All waste arising due to project activities will
be disposed off, as per State Pollution Control
Board norms
Loss of Trees (i) Through proper design to minimize cutting
of trees.
(ii) Compensatory
Afforestation at a rate decided by the forest Trees which are going to be
department of the trees which are going to be felled.
cut.
Road Safety (i) Design improvement at crossings and where At congested locations.
Improvement traffic is mixing
(ii) Segregation of slow traffic in congested
areas by providing service roads
(iii) Provision of proper signage & proper
lighting arrangement to avoid accidents.
(iv) Traffic management plans will be prepared
for congested locations
Recommendations
On the basis of the field study conducted and data analysis from environmental point of view,
following points should be considered while finalizing the alignment / engineering design.
There does not seem to be any major environmental issue along NH-5
The traffic volumes are not high apparently bringing environmental parameters like air and
noise within permissible limits. But, with the proposed development it may become a cause
of concern in future. Thus, it is recommended that these parameters be monitored during
construction and operation so that a suitable mitigation be designed, if they rise beyond
permissible limits especially in towns.
The traffic junctions, along the highway, itself are having free access and is cause of concern
for the current traffic. Thus it is recommended to have suitable designs to improve safety.
The existing highway is passing through cities and towns with undersigned intersections
creating a hazardous situation in present low volume of traffic. Even in town/
villages/countryside there is a tendency to move in wrong lane which necessitates controlled
access and designed intersections for smooth and unhindered traffic movement.
There are number of shrines along the highway which pose a problem for the proposed
expansion. This problem of fitting in extra lanes is more pronounced in towns like Hanuman
Jn. This makes it pertinent to take up the project in phases removing such bottlenecks, while
the work is carried out on easier sections.
Clearance Requirements

th
The project can be undertaken, as per the Environmental Notification of 14 September
2006, after taking Prior Environmental Clearance from the concerned regulatory authority, in
the Ministry of Environment and Forests for matters falling under Category A in the
Schedule and at State level the State Environment Impact Assessment Authority (SEIAA) for
matters falling under Category B in the Schedule(Annexure 20.1), before any construction
work, or preparation of land by the project management except for securing the land, is
started on the project or activity.
The clearance from State Irrigation department will be required for shifting the canals along
the highway.
The existence of Vijayawada Thermal power Plant requires that use of fly ash in construction
in the radius of 100 Km (from the thermal power plant)
The proposed development along the existing highway with avenue plantation, all along,
warrants obtaining a clearance as per Andhra Pradesh (Protection of Trees and Timbers in
Public Premises) Rules 1989.
If any land is required to be acquired from the Divencheruvu reserved forest than also it can
be done by approaching the forest authorities at regional/Central level.
The NOC/ Certificate to erect & operate for siting labour camps, construction machinery will
be required from the State/Central Pollution Control Board.
19.2 PRELIMINARY SOCIAL ASSESSMENT
19.2.1 Likely Impact of the Project
Due to insufficient existing RoW in places where the currently proposed RoW is ranging between
54m in urban areas and 70m in rural areas, further acquisition is required for 6-laning of existing road
with service roads. In addition to this, new bypasses were proposed to Vijayawada city and Hanuman
Junction town where the entire project road passes through open agricultural and non-agricultural
fields owned by both private and Government (Revenue Department etc.), The estimated land
required for the widening of existing 4 lane road to 6 lane road and for laying of 4 lane new bypass
for Vijayawada city and 6 lane new bypass to Hanuman Junction town with other road safety
improvements such as creation of new underpasses, flyovers, etc is about 515.28 Ha.
The land required by the project for the construction of proposed new by-pass falls under two
classifications:
Public land owned by the State Government and administered by other departments
such as Revenue Department etc; and
Private land.
As per the preliminary assessment and base line verification survey, in about 60% of the cases the
project will require full demolishing or loss of residential or commercial structures to the extent that
either resettlement or relocation will be necessary. While in the remaining 40% of the structures
which are partially affected, in most cases only a narrow frontage strip of several meters or less will
be affected. Which thereby implies only compound wall or fences, yards, may be removed excluding
the areas where market centers are located. In market areas or where the concentrations of
residential structures are dense the requirement of resettlement and relocation options needs to be
adopted. In some cases, small portions of roadside dwellings and business will be affected. In
addition to the permanent structures a number of kiosks are also affected due to the project.
19.2.2 Structures Affected Along The Project Road

Ownership of the Affected Structures
The estimated number of structures identified and verified of which are affected completely or
partially is about 1114 structures. Of the total affected structures, 1024 are private (91.92%), 53 are
owned by the government (4.76%), and 37 structures (3.32%) are owned by the community in the
form of religious and other properties. Details are presented in below Table.
Table : Ownership status of the Affected Structures

Sl No. Ownership No % to total
1 Private 1024 91.92
2 Government 53 4.76
3 Community 37 3.32
Total 1114 100.00
Impact on private properties
The estimated land requirements are resulting in complete or partial displacement of about 1024
private structures. Of the total affected structures, 506 are residential (49.41%), followed by 311
commercial (30.38%) and 44 are both residential and commercial (4.3%). A considerable number
163 (15.91%) of affected structures are found to be compound walls, bathrooms, basements, cattle
sheds, car parking sheds etc. Most of the commercial establishments are provisional (kirana) shops,
hotels, mechanic shops and few industrial units.
Table : Usage of the private properties affected

Sl No. Usage No % to total
1 Residential 506 49.41
2 Commercial 311 30.38
3 Residential + Commercial 44 4.30
Others (incl. Bath rooms, Cattle sheds, car parking sheds, Compound
4 walls etc.) 163 15.91
Total 1024 100.00
Impact on Common Property Resources
A total of 85 common properties are affected across the project road. Details of the usage of these
common properties such as religious places, government buildings of which a majority is bus
shelters/bus stands, are given in below Table.
Table : Common properties affected

Sl No. Usage No % to total
1 Religious Places 32 37.64
2 Government Buildings 03 3.54
Others (Market, Arch, Statue, Shopping Complex, Bus Stops,

3 Compound Walls Etc.) 50 58.82
Total 85 100.00
Type and area of the affected structures
Of the total 1114 structures affected under both private and common property resources a majority
418 (37.52%) are Pucca, followed by 411 (36.89%) structures which are Semi-Pucca. The total area
affected by these 1114 structures is about 139384.27 square meters. Details are presented in Table
below.
Table : Type and Area of Structures Affected along project
Total Structures Affected Area Affected

Sl. No Type
No % Area (Sq.M.) % Area
1 Pucca 418 37.52 102543.28 73.57
2 Semi pucca 411 36.89 28482.08 20.43
3 Kutcha 285 25.58 8358.91 6.00
Total 1114 100.00 139384.27 100.00
Area affected is excluding affected compound walls area.
Usage with type of total affected structures
Observed across the type and usage of the total affected structures, majority of the residential
(37.23%), and other structures (52.57%) including Community Property Resources are pucca in
nature. Whereas, regarding Commercial (42.48%) and Residential cum Commercial (54.55%)
structures are concerned majority of the affected structures are of Semi-Pucca in type. Details are
presented in below Table.
Table : Usage with type of total affected structures

Type of affected property (No.)
Sl. No. Usage Pucca Semi pucca Kutcha
1 Residential 37.23 35.79 26.98
2 Commercial 28.32 42.48 29.20
3 Res+Commercial 31.82 54.55 13.64
4 Others ( Incl. Common property resources etc.) 52.57 27.43 20.00
Legal and Policy Framework

In India, compensation for land acquisition (LA) and resettlement assistance for project-affected
people are generally governed by the Land Acquisition Act (1894). However, in case of NHAI
projects, the National Highways Act, 1956 (hereafter NHA) is used to carry out land acquisition for
national highway projects. The Act gives NHAI power to acquire land through a competent authority
(i.e.), the district collector and/or NHAI staff) through notification in the official gazette by the Central
Government.
The National Highways Act, 1956

For land acquisition, the Act defines the various steps in the process as follows: (i) section 3A
power to acquire land; (ii) 3B power to enter for surveys; (iii) 3C hearing of objections; (iv) 3D
declaration of acquisition; (v) 3E power to take possession; (vi) 3F power to enter into the land
where land has vested in the central government; (vii) 3G determination of amount payable as
compensation; and (viii) 3F deposit and payment of amount. The Act requires that the processes
must be completed within a year from 3A to 3D. The acquisition process is faster due to central
government coordination and provision for arbitration or power of civil court for trying any LA-related
dispute.
Although NHAI Act significantly reduces the time frame for acquisition, the rules and principles of
compensation are derived from the LA Act of 1894 amended from time to time. The Act covers only
legal title holders and provides for: (i) market value of the land; (ii) a solatium of 30% on the market
value for compulsory acquisition; (iii) additional amount for trees, crops, houses or other immovable
properties; (iv) damage due to severing of land, residence, place of business; (v) compensation to
sharecroppers for loss of earning; and (vi) an interest of 12% on the market value from the date of
notification of award.
Both the LA Act and the NHAI Act do not address many of the social and economic issues
associated with displacement and resettlement of illegal or non-titled informal settlers/squatters.
However, in many donor-funded projects, NHAI assists affected persons even without any legal titles.
As presented in Chapters A and B, the impacts of the present project are also on the roadside
SBEs/households people who are non-titled informal dwellers and encroachers.
National Rehabilitation and Resettlement Policy, 2007

The Ministry of Rural Development, Government of India (GOI) in October 2007 approved a National
Rehabilitation and Resettlement Policy (NRRP, 2007). It recognizes the following essential features:
That project affected families (PAF) not only lose their lands, other assets and
livelihoods, they also experience adverse psychological and social/cultural
consequences;
The need to minimize large-scale displacement and where displacement is inevitable,

resettlement and rehabilitation has to be handled with utmost care. This is especially
necessary for tribals, small and marginal farmers and women;
That cash compensation alone is often inadequate to replace lost agricultural land,
homesteads and other resources. Landless labourers, forest dwellers, tenants, artisans
are not eligible for cash compensation;
The need to provide relief especially to the rural poor (with no assets), small and
marginal farmers, SCs/STs and women;
The importance of dialogue between PAFs and the administration responsible for
resettlement for smoother implementation of projects and R and R.
The policy is in the form of broad guidelines and executive instructions and will be applicable to
projects displacing 400 families or more in plain areas and 200 families or more in hilly areas.
As far as the present project is concerned the NRRP states (Para 7.19) that in case of linear
acquisitions, in projects relating to railway lines, highways, transmission lines, laying of pipelines and
other such projects where in only a narrow stretch of land is acquired for the purpose of the project or
is utilized for right of way, each Khatedar in the affected family shall be offered by the requiring body
an ex-gratia payment of such amount as the appropriate Government may decide, but not less than
20,000 rupees, in addition to the compensation or any other benefits under the Act or programme or
scheme under which the land, house or other property is acquired. Further it says that if as a result of
such land acquisition, the land-holder becomes landless or is reduced to the status of a small or
marginal farmer, other rehabilitation and resettlement benefits available under the policy shall also
be extended to such affected family.
The benefits for PAFs who after land acquisition become landless or small or marginal farmer include
allotment of land extent of actual land loss subject to a maximum of one hectare of irrigated land or
two hectares of un-irrigated land or cultivable wasteland, if Government land is available in the
resettlement area and one-time financial assistance of Rs 15,000 and Rs 10,000 for land
development in case of allotment of waste land/degraded land and agricultural and respectively. If
the PAFs are not provided with alternative land they will be given rehabilitation grant equivalent to
750 days of minimum agricultural wages.
The benefits extended to the displaced families owning house include free house site to the extent of
actual loss but not more than 250 square meters in rural areas and 150 square meters in urban
areas. Other benefits such as shifting allowance, subsistence allowance and assistance for small
trader and artisan are also extended to the displaced families.
The policy does recognize some significant principles. It requires projects to (a) minimize
displacement and to identify non-displacing or least-displacing alternatives; (b) plan the resettlement
and rehabilitation of APs including special needs of tribals and vulnerable sections; (c) provide a
better standard of living to PAFs; and (d) facilitate harmonious relationships between the requiring
body and PAFs through mutual cooperation.
Minimization of Impact
Based on the impact on the properties and the land required and the consultations certain measures
are proposed to reduce and minimize the impact. Distinct design approach is adopted for open rural
areas. There are very few built up places at the starting point of the newly proposed bypass. So in
these locations the widening and approach to the bypass road may have to be restricted to reduce
the negative impact by constructing retaining/RE wall for identified underpasses etc. However, during
preparation of the detailed project report, due consideration needs to be given to minimizing negative
impacts within the limitations of technical requirements and cost effectiveness.
Preliminary Costs and Budget

The preliminary costs estimated mainly include land cost, structure cost and R&R assistance costs.
The land price is calculated based on prevailing market price in the road side across different villages
falling under the project road. The average price across the roads is considered for the estimates.
The structure cost is estimated based upon the rates of the Roads and buildings Department,
Government of Andhra Pradesh. As the proposed bypass is entirely new there is no impact on other
assets such as open well, bore well etc. Table below presents the details of the unit cost for the
various heads.
Table: Details of Unit cost Estimates

Item Unit Unit cost (Rs)
Land
Land price Acre 1200000
Structure
Pucca Structure (RCC structure pillared) Sq.Ft 512
Semi Pucca Structure (Tiled/asbestos roof) Sq.Ft 275
Kutcha (Thatched) Sq.Ft 130
Compound wall (running length) Meter 400
Other Assets
Agri. Pump-Sets with pipe lines One 120000
On the basis of above, an estimation of preliminary resettlement and rehabilitation budget has been
worked out. The estimated budget for land acquisition and other R&R cost is about Rs 236.707
crores. The details are presented in Table below.
Table: Preliminary Cost Estimates and R&R Budget

Sl No Item Units Quantity Rate (Rs) Amount (Rs )
1 Compensation cost for land
Land cost Acres 1272.747 1200000 1527296400
2 Compensation cost for structures
Pucca
Sq Mts 102543.28 5510 565013473
Structures
Semi-Pucca
Sq Mts 28482.08 2960 84306957
Structures
Kutcha
Sq Mts 8358.91 1400 11702474
Structures
3 Other Assets and Minor structures
Compound
Mts. 2550.15 400 1020060
walls
Agri. Pump-sets No. 20 120000 2400000
4 Other R&R assistance costs
8% of the Total Coast (1+2+3) Lumpsum 175339149
Total (1+2+3+4) 2367078513
Note: Land cost per acre was calculated as per the average prevailing market value obtained
from local villagers.
* R&R assistance as per the National Rehabilitation and Resettlement, 2007 is Rs 20,000
per Project Affected Family. In the absence of information on number of Title holders loosing
agricultural land, the figure is estimated, assumed to be equivalent to the R&R assistance to
be extended as per NRRP and inclusive of the benefits extended to the eligible displaced
families.
Chapter 2: Contents
2. RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS ................................... 2
2.1 RECENT HISTORY ........................................................................................................................ 2

2.1.1 General .................................................................................................................................. 2
2.2 RELEVANT DOCUMENTS ............................................................................................................... 2
2. RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS
2.1 RECENT HISTORY
2.1.1 General
This section of National Highway No. 5 was widened over the period 1997 to 2004 from 2 to 4 lanes
[it had previously been 2 lanes in width for many years]. The majority of the widening was done on
line, but some new bypasses were created. Brief details are given below.
The existing road before taking up 4-laning works consist of 2-lane carriageway of width varying from
6.5 to 7m except for some isolated built-up section where the carriageway width varies from 10 to
14m. The existing pavement is of flexible type with thin bituminous surfacing at the top developed
since ages. The average pavement thickness is of the order 600mm. The project road over different
sections was strengthened and widened 20 years back. In recent past 1 complete new alignments
(Eluru bypass) were developed to 4-lane configuration.
The project road follows different chainage systems as it has developed under different contracts
over different periods. For easy reference the chainage equations over the entire project road section
is given in table 2.1.1.
Table 2.1.1: Chainage Equations
From To Length (km) Section
Km 0+000 Km 47+880
(Existing NH-5 Chainage (Existing NH-5
47.88 Proposed Vijayawada Bypass
Km 422+800,New Ch Chainage Km
1112+044) 1076+480)
Gannavaram-Hanuman
Km 1076+480 Km 1060+800 15.68
Junction (Existing NH-5)
Km 6+720
Km 0+000
(Existing NH-5 Proposed Hanuman Junction
(Existing NH-5 Chainage 6.72
Chainage Km Bypass
Km 1060+800)
1055+650)
Hanuman Junction-
Km 1055+650 Km 1022+480 33.17
Gundugolanu (Existing NH-5)
Total length (km) 103.59
2.2 RELEVANT DOCUMENTS

As part of the study the Consultant has gathered from NHAI:
As built drawings [in electronic form]
Relevant documents [hardcopy]
Very important documents were then copied; less important documents were just listed and returned
to NHAI [where they are still available at NHAI if needed in the future concession company design
work].
20. ESTIMATE OF QUANTITIES, CAPITAL COST AND OTHER COST ............ 2
20.1 GENERAL..................................................................................................................................................2
20.2 APPLICABLE CROSS SECTIONS.................................................................. Error! Bookmark not defined.
20.3 QUANTIFICATION .....................................................................................................................................2
20.4 UNIT RATES AND RATE ANALYSIS ..........................................................................................................2
20.5 PROJECT COSTING...................................................................................................................................3

20.5.1 Road .................................................................................................................................................3
20.5.2 Bridges and Culverts ........................................................................................................................3
20.5.3 Maintenance during Construction Period ........................................................................................3
20.5.4 Land and Structure acquisition ........................................................................................................3
20.5.5 Miscellaneous Items ........................................................................................................................3
20.6 CONSTRUCTION COST ......................................................................................................................4
20. ESTIMATE OF QUANTITIES, CAPITAL COST AND OTHER COST
20.1 GENERAL
This section describes, at this feasibility stage, the method of costing and gives the cost estimates.
Cost estimation is an important component of the feasibility study as it provides vital input to financial
evaluation. The cost estimates have been prepared for widening the existing 4 lane divided
carriageway with 1.5m paved shoulder and 1m earthen shoulder into 6 lane divided carriageway with
1.5m paved shoulder and 2m earthen shoulder.
This includes overlay of 40mm by bituminous concrete on the existing pavement, widening of cross
drainage structures, providing service roads, longitudinal drains, road furniture, bus bays, Toll plaza,
Interchanges/Intersections etc.
20.2 QUANTIFICATION
The quantification of most of the items which are uniformly occurring are calculated on per Km basis,
derived from typical cross sections. The quantification of structures is based only on Square meters
of widening, re/new construction for each structure and lump sum provision for rehabilitation on
square meter basis.
The construction items covered in cost estimates are: site clearance, earthwork in case of widening
and raised pavement, Pavement in carriageways and shoulders, bridges and culverts, and
miscellaneous items such as side drains, road furniture, interchanges / intersections, bus bays, Toll
Plazas, HTMS and utility relocations etc.
20.3 UNIT RATES AND RATE ANALYSIS
The rate analysis for the Construction Items has been done based on standard data book published
by MORT & H and the basic rates are taken from Common Standard Schedule of Rates 2010-11,
Govt of Andhra Pradesh. The machinery rentals of 2001-2002 are considered from Standard Data
Book and Increased @5% per year to bring it to the current date.
The unit rates adopted in Preliminary Cost estimate are presented in Table 20.1
Table 20.1: Adopted Unit Rates
Rate:
S. No Items Description Unit Rs.
1 Clearing & Grubbing Ha. 42722
2 Embankment fill using borrow materials Cum 208

Embankment fill from the roadway
3 excavated material Cum 99
4 Selected subgrade fill (borrow) Cum. 244

5 Granular Subbase Cum. 1334
6 Wet mix macadam Cum. 1782
7 Prime Coat Sqm. 22
8 Tack Coat Sqm. 8
Rate:
S. No Items Description Unit Rs.
9 Dense Bituminous Macadam Cum. 6583
10 Bituminous Concrete Cum. 7313
11 Kerb Rm 219
12 Slab/Box Culvert Sqm 30000
13 Bridges Sqm 30000
14 Underpass Sqm 30000
15 Long viaduct Sqm 30000
16 Major Bridge Sqm 60000
17 ROB Sqm 40000
20.4 PROJECT COSTING
20.4.1 Road
The cost of the road portion has been worked out on a per km basis separately for widening and
overlaying of the existing road in rural and urban sections. This cost is based on typical cross
sections given in Drawings [and accompanying annex].
20.4.2 Bridges and Culverts

The cost of new/Widening of structures has been calculated on the basis of running metre cost for
pipe culverts and square metre cost for Slab culvert, Box Culvert and Bridges of different spans. For
widening of structures, dismantling and other preparatory works, lump sum cost is added to the
above-mentioned rates.
20.4.3 Maintenance during Construction Period

Provision has also been made for maintenance of existing road items such as pot hole and Renewal
Coat for road maintenance are considered under this bill. It is also assumed that out of the whole
existing road approximately 3% length of the road has potholes depending on the road condition and
25 % length of the road for renewal coat.
20.4.4 Land and Structure acquisition

Provisional land acquisition requirement is assessed based on the typical cross section types to be
adopted with additional area for the locations of junctions and interchanges.
20.4.5 Miscellaneous Items

The cost for providing major and minor junctions, overhead signs, bus bays, bus shelter, Toll plaza,
HTMS, Median Drain, RE Wall, Crash Barrier, Stone Pitching etc. have been worked out and
included in the total cost estimate.
Contingencies are not added in the total construction cost. Engineering design and supervision cost
is taken as 4% of the construction cost.
Escalation has been calculated on the assumption that the project duration is 30 months. Escalation
taken for the 1st year is 5%, second year 10% and third year 15%. The progress considered during
the first year is 20%, second year 40% and third year 40%.
20.5 CONSTRUCTION COST
The overall construction cost of the Project works out to Rs. 1427 Crores.
Abstract of the cost for Vijayawada - Gundugolanu Sections including Vijayawada and Hanuman
Junction Bypass and Major Bridge on Krishna River) are tabulated below.
Abstract of Cost for Vijayawada Gundugolanu Section (including Bypasses)
SUMMARY OF BILL OF QUANTITIES
VIJAYAWADA
Bill GUNDUGOLANU
Description
No.
Amount (Rs .in figures )
1 Site Clearance 23,924,318
2 Earthworks 1,352,686,776
3 Sub-Base Course & Base Course 1,496,031,697
4 Bituminous Works 2,309,555,551
5 Cross Drainage works - Culverts 334,047,290
6 Major Bridges, Underpasses & Minor Bridges,ROB Flyover etc 6,341,437,708
6 A Repair and Repair and Rehabilitation of Existing Bridges 52,027,973
7 Drainage and Protection Works 1,285,887,222
8 Junctions 252,107,618
9 Traffic Signs, Markings & Other Road Appurtenances 104,885,248
10 Maintenance, Repair & Rehabiltation during construction 82,937,686
Micsellaneous works
11 Truck Lay-byes & Bus bays 14,305,700
12 Lightings Urban Areas, Major intersections, flyover and toll Plaza 163,199,999
13 Toll Plaza 84,228,666
14 Avenue Plantation 52,515,364
15 Administrative Block and Maintenance Base Camp 48,990,000
16 Rest areas 10,000,000
17 Photographs 815,910
TOTAL AMOUNT OF BILLS

14,009,584,725
Total Cost(Rs. In Crores) 1,401
Rate (Rs. in Crores per km) 13.52
Project Length(km) 103.590
The Additional cost for pre-construction activities to be incurred by NHAI is as under (in Crores)
LA & RR Cost = `236.707

Utility Shifting Cost = `87.94
Environmental Mitigation = `2.357
Total = `327.004 Crore
CHAPTER 21: CONTENTS .................................................................................................................. 1
21. MAINTENANCE ....................................................................................................................... 2
21.1 INTRODUCTION. 2
21.2 M AINTENANCE 2
21.2.1 Purpose and Scope................................................................................................................2
21.3 ADDITIONAL REQUIREMENTS THAT PERTAIN TO A TOLL ROAD 9
21. MAINTENANCE
21.1 INTRODUCTION
This Chapter outlines the normal Maintenance Requirements of a Highway [in Section 21.2] and
what should go into the Highway Maintenance Plan [that will have to be drawn up by the
Concessionaire], then mentions the additional requirements that pertain to a toll road [in Section
21.3].
Obviously the maintenance will be carried out by the Concessionaire, under the requirements of the
Concession Agreement.
Our current observations are that:
Some maintenance is currently taken up by NHAI

Road markings/blinkers are being placed
Median fence is being placed
Signage is not sufficient
In isolation, the approaches of major bridges constructed by BOT operator, are still a 2-lane
road of history
Impact damage on some kerbs, un-official median cuts
Virtually no lighting placed, except some high mast at toll plaza locations
Maintenance [if done fully and properly] generally [when averaged out] often represents about 2.5%
[annually, including labour, and all necessary works] of the value of the roads and bridges. Usually
the costs follow a rough cycle, annually lower when no major pavement or reconstruction works are
done on the highway (say years 1 to 4, 6 to 9 etc. when major overlays are done every 5 years or
so), then with major increases every time a pavement overlay is carried out (say every 5 years or
so). However this is not the only cost cycle, as over time one also has to consider maintenance [and
eventual replacement] of electrical [including lighting], toll collection, and communication equipment,
and then there are other cost cycles, some completely unpredictable like weather damage,
emergencies and the like, and some more predictable like replacement of road markings. Additionally
with a road of this length [183.7km] the cycle is not necessarily the same on every km section, so
figures tend to get more averaged [and also depend to some extent on the implementation schedule
of the 6 laning], rather than being relatively low 4 years out of 5 then with sharp peaks every 5 years
or so.
21.2 MAINTENANCE
21.2.1 Purpose and Scope
Highway maintenance should be managed by the Concessionaire as an integrated asset

management regime, with the objectives of delivering safety, serviceability and sustainability. These
three objectives, set within the context of a sound financial management, define the framework both
the service, including arrangements for inspection, standard setting and performance.
Purpose of Highway Maintenance
The main purpose of highway maintenance is to maintain the highway network [in this case
particularly a significant section of NH5] for the safe and convenient movement of people and goods.
The objectives of highway maintenance can be defined as:
a) Safety
i) Complying with statutory obligations
ii) Meeting users needs
b) Serviceability
i) Ensuring availability
ii) Achieving integrity
iii) Maintaining reliability
iv) Enhancing quality
c) Sustainability
i) Minimising cost over time
ii) Maximising value to the community
iii) Maximising environmental contribution
Each of these objectives is equally relevant to the management function, which brings together
highway maintenance, improvement and management.
Scope of Highway Maintenance
Highway maintenance is a wide-ranging function and this section assumes the following types of
activity:
a) Reactive Responding to inspections, complaints or emergencies
b) Routine Regular consistent schedule for patching, cleaning, landscape maintenance and other
activities
c) Programmed Planned schemes, primarily of resurfacing, reconditioning or reconstruction
d) Regulatory Inspecting and regulating the activities of others
e) Weather and other emergencies
Within each of these types of maintenance there are various maintenance activities applying to
highway elements usually grouped as follows:
Reactive
- All elements sign and make safe
- All elements provide initial temporary repair
- All elements provide permanent repair

Routine
- Carriageways, footways minor works and patching

- Drainage Systems cleansing and repair
- Embankments and cuttings stability
- Landscaped areas and trees management
- Fences and barriers repair
- Traffic signs cleansing and repair
- Road markings and studs replacement
- Lighting Installations cleansing and repair
- Bridges and Structures cleansing and minor works
Programmed
- Carriageways minor works, resurfacing or reconstruction

- Footways minor works, resurfacing or reconstruction
Regulatory
- Highway register
- Management of utilities
- Licenses for highway occupation
- Other regulatory functions encroachment, illegal signs etc
Weather and other Emergencies
- Flooding
- High winds
- High temperatures
- Other emergencies
The Concessionaire will need to set up [and thereafter implement to an acceptable standard] a
Maintenance Plan that carries out the above mentioned activities. Some selected recommendations
as to what goes into this plan follow.
Comprehensive and Accurate Records
Comprehensive and accurate records should be kept of all highway maintenance activities
undertaken, particularly safety and other inspections, identifying the time and nature of any response,
including nil returns, and subsequent required follow up action.
Coordination of Records
Arrangements should be established to ensure the effective coordination of all highway

maintenance records with other relevant record systems, including road accident information,
together with a programme for regular review. The use of a relational database and GIS is desirable.
Safety of Lighting, Illuminated Signs and Signals
The failure of street lighting and illuminated signs and signals could have implications for the safety
of users. It will therefore be necessary to establish priorities for responding to reported lamp failures,
together with a regime of regular monitoring based on principles of risk assessment. Additionally
[quite obviously] the Concessionaire will have to pay for the power requirements of the lighting.
Roughness of Road
Parts of the existing road need a roughness correction. This will need to be done by a thin asphalt
overlay. Thereafter there will be requirements in the Concession Agreement to retain low roughness
levels, and to do this it is likely that every 5 to 6 years or so an asphalt overlay [4 to 5cm thick] will be
needed on most parts of the main road [and at say every 8 to 10 years on the service roads]. The
overlay will also serve a separate purpose of pavement strengthening.
Service Inspections - General Requirements
Service inspections should be strongly focussed on ensuring that NH5 [and associated service
roads] meets the needs of users and comprise more detailed specific inspections of particular
highway elements to ensure that they meet requirements for serviceability. The category includes
inspections for regulatory purposes which are also primarily intended to maintain highway availability
and reliability. It also includes less frequent inspections for highway integrity. The extent of the
service inspection regime adopted by the Concessionaire is discretionary and the advice given in the
following paragraphs may be subject to local variation in the light of individual circumstances.
Service inspections are primarily designed to identify deficiencies compromising the reliability,
quality, comfort and ease of use of the highway, from the users point of view. Although not intended
for identifying defects that could potentially compromise user safety, any such defects observed
during service inspections should be recorded and dealt with in the same way as for a safety
inspection.
Service Inspection of Highway Drainage Systems
Service inspection requirements fall into five main categories:
Special arrangements for frequent inspection of areas that may be particularly susceptible to
risk of flooding either from topological factors outside the highway or from frequent silting of
systems. Frequency of these inspections will depend on local circumstances but could form
part of safety inspections. They should be carried out during or immediately following periods
of heavy rain as opportunity allows;
Gullies in other areas should be cleansed annually and arrangements made for non
functioning gullies to be recorded for more frequent or detailed attention. Grips and ditches,
which may be obstructed by the growth of vegetation or damaged by traffic should be
cleared of vegetation and dug out when required. In most cases the responsibility for
maintenance of ditches will rest with the adjoining landowner;
Culverts under roads, where there is a need to inspect for structural damage and blockages.
Culverts and manholes should be inspected every year, more frequently in wooded areas,
and cleaned when required ;
Piped drainage, which includes a wide variety of conduits and filter drains, which may be
susceptible to siltation or blockage. Piped drainage soakaways and associated systems
should be inspected and cleared when required, but at not more than 5 year intervals. Where
the serviceability of such piped drainage is critical to flood prevention or there is evidence
that more regular attention is necessary then the frequency may need to be significantly
increased;
Surface boxes and ironwork for both drainage and nondrainage applications, which should
be inspected during safety and service inspections for carriageways, footways and service
roads.
Service Inspection of Embankments and Cuttings
Significant embankments and cuttings should be defined and an inspection regime identified based
upon the geological characteristics and the potential risk of slippages or rockslides. Service
inspection arrangements should be usually is programmed wherever possible to follow periods of
heavy rain.
Service Inspection of Landscaped Areas and Trees
All trees within and adjoining the highway should be examined annually for potentially dangerous
conditions [and then if need be cut back]. Surface damage to carriageways, footways and service
roads, associated with root growth should be recorded as part of Safety or Service Inspections for
those elements.
Service Inspection of Fences and Barriers
Safety fences and pedestrian rails should be inspected at intervals of five years in respect of
mounting height, surface protective treatment and structural condition. Bolts of safety fences should
be checked every two years [note there are indications on some sections that theft of guardrail and
bolts may be a problem]. Pedestrian rails, boundary fences and barriers for which the
Concessionaire is responsible, should be inspected in respect of integrity and, where appropriate,
stockproof qualities, during the course of service inspections of carriageways, footways and service
roads. A higher frequency may be necessary in some locations (e.g. in areas with known higher
incidence of vandalism). Inspections of structural condition and protective treatment should be
carried out at intervals of two years.
Service Inspection of Traffic Signs
Vegetation potentially obscuring traffic signs should be recorded during safety inspections and
service inspections of carriageways, footways and service roads and treated accordingly. Additional
inspections may be needed during periods of maximum growth.
Special signing schemes may deteriorate more quickly than conventional signing. They are also
likely to have been installed to improve network safety and inspection arrangements should reflect
this. Block work chevrons are likely to need inspecting and cleaning annually.
The condition of nonilluminated traffic signs should be inspected at least every two years in daylight,
and repeated at night for degradation of colour, retroreflectivity, deteriorating fittings, legibility
distance, and average surface luminance, after cleaning. More frequent inspections may be
necessary for strategic routes and main distributors, where more consistent high standards are
desirable. Cleaning may be necessary annually or more frequently where subject to heavy soiling.
Optical inspections and cleaning of illuminated signs should be carried out at regular intervals of no
greater than one year. A visual inspection of the sign supports should be carried out at the same
time. Nighttime inspections should be undertaken in conjunction with those for street lighting faults.
It is recommended that a group lamp replacement strategy be adopted for illuminated traffic signs.
The lamp period replacement period will depend upon the type of lamp and its annual burning hours.
Inspections should initially be visual. . Any suspect areas identified by the visual inspection should be
noted and further testing instigated. The coefficient of retroreflection of sign face sheeting is a
specialist site test that may require the services of a specialist organisation. The acceptable level of
retroreflection is 80% of the as new value where higher performance materials are used.
Inspection of signs at minor roads should be included in the inspections of signs on the major road to
which they control entry.
Service Inspection of Road Markings and Studs
Inspections in respect of wear, spread, colour, skid resistance and retroreflectivity should be
undertaken at intervals of one year for paint markings and two years for thermoplastic markings.
Inspections for reflective conspicuity should be carried out at intervals of one year during the hours of
darkness. Inspections should initially be visual. Any suspect areas identified by the visual survey
should be considered for more detailed technical investigation depending on circumstances.
Service Inspection of Traffic Signals
Service inspections of road traffic signals may not be necessary in relation to the functioning of the
internal equipment as this may be provided through remote monitoring of the installation. The remote
monitoring system may also identify the need for lamp replacement but bulk changing is likely to be
preferred. Signal lenses should be cleaned at minimum annually.
Service inspections of the physical condition of controller and auxiliary equipment cabinets and of
other site hardware should be carried out at intervals of one year, and inspections in respect of
electrical safety should be carried out at intervals of five years. Inspections should be visual, by
remote monitor, or by approved test equipment.
Electrical safety Inspections should be undertaken at a frequency no greater than every six years.
Service Inspections of Street Lighting
Service inspections of street lighting are necessary, in accordance with standard practice.
Service Inspections of Bridges and Structures
Structural inspections of bridges and structures are necessary in accordance with established
practice. At minimum every year all bridges should be visually inspected [and this includes accessing
all bearings and underside of decks] by a professional bridge engineer working for the
Concessionaire [who shall produce a report of his findings for both the Concessionaire and NHAI],
and necessary resulting minor works [repair, cleaning] shall be scheduled and carried out within one
month of the inspection [i.e. cleaning of vegetation, dirt and the like]. Any more important defects
[bearing failures, other problems] or significant repairs needed should be acted on by the
Concessionaire [following agreement with NHAI] and repaired / resolved as soon as possible
[i.e.latest within the same year] after the inspections.
General Requirements of Pavement Structural Condition Surveys
The most significant financial investments in highway maintenance will be in repairing, reconditioning
and reconstructing highway pavements, in particular those of carriageways. In order to ensure value
for money from this investment, the Concessionaire will need to have available, information on the
nature and severity of deterioration in order to determine the most appropriate maintenance
treatment. There are a number of types of survey, each providing information from a differing
perspective, and which in combination can provide a comprehensive picture of the condition of the
asset.
The method and level of detail adopted will depend upon the circumstances of the case, and usually
a structured visual inspection will be undertaken initially, to be supplemented by other methods as
necessary. Survey methods include:
Visual surveys ( Coarse and Detailed)

Deflection and residual life
Skidding resistance, roughness
Comprehensive machine surveys
Relevance of Condition Standards and Investigatory Levels
NHAI should define standards [in the Concession Agreement] for the condition of each element of
the highway, which they consider necessary to meet the requirements for safety, serviceability and
sustainability. Where these standards are not met they should set targets for attaining them and
sustaining them in the long term.
NHAI should also set standards and targets for achievement in respect of response times to
inspections and user concerns. They should also work towards setting standards and targets relating
to quality of management and service delivery and possible contributions from changes in materials
and treatments.
NHAI should ensure that all standards are formally adopted [by the Concessionaire] and published
as part of a Highway Maintenance Plan. They will also need to be consistently applied and reviewed
at intervals in the light of changing circumstances.
21.3 ADDITIONAL REQUIREMENTS THAT PERTAIN TO A TOLL ROAD
Once upgraded NH5 will comprise:
The main carriageway [generally 6 lanes]

Service Roads
A number of toll plazas and associated equipment
A highway traffic management system
Various user facilities; and
Roadside furniture
Special maintenance plans will be necessary [from the Concessionaire] for the toll plazas and
associated equipment and the Highway Traffic Management System.
Some general comments on this are given below.
Toll Plazas and Associated Equipment
The buildings and toll booths will be in constant [generally 24 hr a day] use. Furniture and equipment
will need to be constantly cleaned and maintained. Additionally it is likely that intermittently the whole
electrical/communication/collection equipment associated with toll collection systems will need to be
upgraded or replaced [as it becomes obsolescent] as a rough rule of thumb this might be at 10 year
intervals.
Highway Traffic Management System
The Highway Traffic Management System will need to be staffed and maintained, and sufficient fuel
provided for associated vehicles to operate. Maintenance of the electrical /communication /
observation / counting equipment is to some extent a specialist activity, and possibly the
maintenance of major portions might be done by the original supplier, or by a specialist company in
this field.
All vehicles purchased for the Highway traffic management system will need to be maintained, and
replaced once they get too old for practical use. Obviously the life expectancy of vehicles varies by
type and usage, but several vehicle fleets will likely need to be purchased [and later sold off when to
old] at various times during the Concession Agreement.
The whole electrical/communication equipment associated with the Highway Traffic Management
System will need to be upgraded or replaced [as it becomes obsolescent] as a rough rule of thumb
this might be at 10 year intervals.
Chapter 3: Contents
3. EXISTING SITUATION ON NATIONAL HIGHWAY 5 .................................... 2
3.1 GENERAL OVERVIEW ............................................................................................................................. 2
3.2 BYPASSES ................................................................................................................................................ 2
3.3 TYPICAL CROSS SECTIONS ..................................................................................................................... 2
3.4 TRAFFIC .................................................................................................................................................. 3
3.5 PAVEMENT .............................................................................................................................................. 3
3.6 STRUCTURES [BRIDGES] ......................................................................................................................... 4
3.6.1 Bridges .................................................................................................................................................... 4
3.6.2 Drains...................................................................................................................................................... 4
3.6.3 Details of Canal locations ...................................................................................................................... 4
3.7 TOLL COLLECTION AND TOLL PLAZAS ................................................................................................. 4
3.8 GEOMETRY, JUNCTIONS AND INTERCHANGES ...................................................................................... 5
3.9 ACCESS CONTROL, MEDIAN GAPS, SERVICE ROADS .............................................................................. 5
3.10 ROADSIDE FEATURES [REST AND SERVICE AREAS, PETROL STATIONS, OTHERS] ................................. 5
3.11 SAFETY .................................................................................................................................................... 5
3.12 OTHER ROAD FEATURES [LIGHTING, SIGNALS, SIGNS, ROAD MARKINGS ETC.].................................... 7
3.13 HIGHWAY TRAFFIC MANAGEMENT SYSTEM ......................................................................................... 7
3. EXISTING SITUATION ON NATIONAL HIGHWAY 5
3.1 GENERAL OVERVIEW
In this Chapter we describe the existing road, and its specific features. Some further details are also
given in Chapter 4. The location map of project highway is shown in Figure 3.1.
Figure 3.1: Project Location (A GOOGLE Earth Image)
3.2 BYPASSES
Major settlements/ towns along the project road are: Vijayawada, Gannavaram (houses airport for
Vijayawada), Hanuman Junction, Eluru. A number of bypasses exist along the corridor, the list of
towns for which bypasses are constructed are as below:
Existing Bypasses along the project highway
Sl. No Name of Bypass Location Length Remark

1 Eluru Bypass North of town 17 km New Alignment
Total length of bypasses (km) 17 km
3.3 TYPICAL CROSS SECTIONS
The design standards adopted for existing 4 lanes is summarised below:
Design Standards
1 Design Speed 100/80 Kmph
2 Lane width 3.5 m
3 Median Width (Generally) 4.5m
Paved 1.5m
5 Shoulder
Earthen 1.0m
6 Service road 5.5/7.0m
The ten typical cross sections have been developed to upgrade the 2 lane project highway into
existing 4 lane divided carriageway.
3.4 TRAFFIC
In general traffic levels are higher to the south than the north [see figure traffic characteristics on
next page]. On the last 120km [north end] traffic levels are significantly lower than on the southern
78km section since a considerable amount of traffic diverts off the road at the junction as the
alternative route to Rajahmundry is shorter [see plan Competing Corridors two pages on]. The road
is not that busy, traffic levels as such that in capacity terms and for some sections [for a reasonable
level of service] 6 Laning is not really necessary for many years.
3.5 PAVEMENT
The existing pavement details are presented in Chapter 11 of this report separately.
The recent 4-lane construction of the project highway consists of mainly following type of pavement
composition:
a) Overlay on the existing 2 lane road
b) Widening for shoulder/part of carriageway and
c) Realignment or New Carriageway
c) Re construction of the existing 2 Lane road
From the pavement structure details as-built and DPR Study reports, it is evident that the pavement
structure along the entire Project Highway is varying; the resulting pavement structure over the main
carriageway is as follows;
Pavement thickness
Over
Widening of old 2-lane New Carriageway for 4-lane
No. Road Name Existing
BC DBM BC DBM WMM GSB SG BC DBM WMM GSB SG
Vijayawada- 130/ 130/ 130/
1 40 40 300 300 500+ 40 300 300 500
Eluru 150 150 150
Over
Widening of old 2-lane New Carriageway for 4-lane
No. Road Name Existing
BC DBM BC DBM WMM GSB SG BC DBM WMM GSB SG
130/
2 Eluru Bypass - 40 300 300 500
150
Eluru-
3 40 160 40 160 300 300 500 40 160 300 300 500
Gundlagolanu
Note: All figures in mm
Details of Existing Paved Shoulders

From To Width (m) Pavement type
1076+480 1061+080 1.5 Same as main CW
1056+080 1022+480 1.5 Same as main CW
3.6 STRUCTURES [BRIDGES]
3.6.1 Bridges
Refer to Chapter 13. It is very important to note that virtually no structure [on this 49.000 Km section]
was built to allow for future widening to 6 lanes.
Hence every structure requires widening [of if unwidenable then replacement for full 6 laning to
occur.
3.6.2 Drains
About 13km of lined drain exists along the Project Highway mainly at built-up areas where the
service roads are provided. The schedules of the lined drains are given in below.
3.6.3 Details of Canal locations
LHS RHS
Offset
Offset
From km To km Remark From km To km from Remark
from CL
CL
Irrigation
1034+080 1022+880 15-20 m 1033+380 1022+480 13-30 m Major Canal
Channel
Total length 11.2 km Total length 10.9 km
3.7 TOLL COLLECTION AND TOLL PLAZAS

There are two toll plazas located along the corridor [albeit these are short term affairs the
permanent plazas are not yet constructed]. The toll plaza locations and the associated road sections
are presented in the table below:
Sl. No Section Location Chainage, km

1 Vijayawada Hanuman Jn. After Gannavaram 1072+230
2 Hanuman Jn. Eluru Before Eluru bypass 1050+720
3.8 GEOMETRY, JUNCTIONS AND INTERCHANGES

Most of the Project Highway is at grade 4 lane with some grade separated structures exist on the
new bypasses. Three bypasses exist [two built on new alignments and one is on the alignment of a
previous 2-lane road, which was widened to 4 lanes in the 1997 to 2004]. Some service roads exist
in major towns. In a few places [on Eluru bypass] there are grade separated interchanges. The
typical as built drawings are presented in the following pages.
3.9 ACCESS CONTROL, MEDIAN GAPS, SERVICE ROADS

There are about 35 median gaps on the project road. The locations of the existing Median gaps /
cross road junctions and T junctions [crossing the median] exist.
There are many side accesses to the highway. There are no access control measures in place, and
as such many buildings/factories etc are built [and still being built] with direct access to NH5.
Additionally every town and village passed, except where frontage roads have been built; have many
local roads feeding into the mainline except where service roads are currently provided.
3.10 ROADSIDE FEATURES [REST AND SERVICE AREAS, PETROL STATIONS, OTHERS]
There are about several petrol stations along the road and several rest and service areas [under
construction in fact near finished but not yet all opened]. The rest areas include a 2 full fledge
amenity centres that are [end February 2007] now partly open.
3.11 SAFETY
Bullock carts, motorcycle, bicycles, and a government car all going down the fast lane [in the
wrong direction!]
The road is much less safe currently than it should be for the following reasons:
There is no access control [except where some frontage roads are provided, generally in
towns] the road has far too many access points [so you can and do drive straight into a
high speed road.
The road mixes short distance [very local including animals herded on the road in more
rural areas] and long distance traffic so there are many movements [entering the road, U
1
turning in the medians, driving the wrong way down the road , grazing in the median] which
are incompatible with the high speed long distance facility this road is supposed to provide.
The main junctions [mostly at grade] have poor advance signing, and should [in some cases]
be grade separated.
Little thought has been given in villages and towns crossed as to how the local population
cross the main National Highway [other than by praying first then running very quickly]. With
this standard of road crossing points should all be grade separated [up or down from the
highway] and with sufficient barriers [or fences] to force people to use the longer grade
separated access rather than the faster run across the road approach.
Guardrail [and barriers at approach to some bridges] is lacking in places, and hanging lose in
others. With the guardrail this might be in places because it appears the bolts get frequently
stolen.
3.12 OTHER ROAD FEATURES [LIGHTING, SIGNALS, SIGNS, ROAD MARKINGS ETC.]
Street lighting exists on the following sections [generally town section, or toll plazas. Virtually no
junctions, other than in some urban areas, have lighting provided]:
From Vizir chainage To Vizir chainage From Km post To Km post

110.73 [toll plaza] 110.87 [toll plaza] 1072+280 1072+180
132.19 [toll p[aza] 132.29 [toll plaza] 1050+780 1050+680
[Note: Location to nearest 100m
3.13 HIGHWAY TRAFFIC MANAGEMENT SYSTEM

There is no existing Highway traffic Management System on this section of NH5.
1
For instance having bullock carts walk down the fast lane [for a few km] at night in the wrong direction into
incoming traffic happens frequently, as does pedestrians crossing the road at night in dark areas drivers have
to be alert on this road [if not they will hit something].
Chapter 4: Contents
4. INCEPTION REPORT, AND DRAFT FEASIBILITY STUDY REPORT ................................... 2
4.1 INCEPTION REPORT ..................................................................................................................... 2
4.1.1 Project Appreciation, Review of Project Objectives and Scope as a result of

Initial assessment .................................................................................................... 2
4.2 DRAFT FEASIBILITY STUDY REPORT ............................................................................................. 7
4. INCEPTION REPORT, AND DRAFT FEASIBILITY STUDY REPORT
4.1 INCEPTION REPORT

The Inception Report was the first significant report to be submitted under this Study, and was
submitted in early December 2006 (Vijayawada-Gundugolanu), July 2010 (Vijayawada Bypass),
August 2010 (Hanuman Junction Bypass). Selected relevant extracts from the Executive Summary of
this Inception Report are given below.
4.1.1 Project Appreciation, Review of Project Objectives and Scope as a result of Initial
assessment
This sub-section looks at the basic project objectives in light of the Consultants initial field
assessment.
The objectives of the consultancy services are to prepare a proposal to retrofit a six-lane cross-
section on to the existing 4-lane highway and new bypasses in a manner which ensures:
(i) Enhanced safety of the traffic, the road users and the people living close to the highway.
(ii) Enhanced operational efficiency of the highway.
(iii) Fulfilment of the access needs of the local population.
(iv) Minimal adverse impact on the road users and the local population due to construction.
(v) Feasible and constructible options for the project with least cost options.
NHAI are also currently preparing a Manual for 6 Laning of Existing 4 Lane Highways. We
believe the manual is likely to say something like:
A major requirement for the upgrading from four to six lanes is that the improved road should
be contained within the existing Right of Way (RoW) unless there is an exceptional reason
why this cannot be done. This requirement imposes constraints on the design and this
Manual demonstrates suitable measures to provide acceptable solutions while minimising
any additional land take requirements.
It will not be possible to fulfil the above requirement [keeping within the ROW] in some / many
locations. Initial Impressions from various site visits carried out in November 2006 are:
The road is 4 lanes wide everywhere, with sometimes some service roads adjacent where it
goes through urban [and village] areas
Parts of the road were definitely not designed for a 100 kph design speed [some horizontal
curves are 80 kph, even less in geometry terms]. A good car average driving speed in the
rural areas is about 80 kph [slowing at all bridges where the road is bumpy]
Cattle [and other livestock] are intermittently walked down the road [in either direction]
Most if not all of the road was recently built / widened of the previous 2 lane road [mostly by
one side widening [by adding 2 more lanes], with the old 2 lane carriageway now buried
under one side of the 4 lane road, but some new alignment bypasses were also built as well]
ROW through towns is restricted
Toll plazas will need to be rebuilt under DBFO

Generally the pavement of the 4 laning is reasonable, some significant sections appear to be
bleeding and in places rutting [the mix was likely to high in bitumen content]. Visually this
seems to be more of a problem in overlay sections where the old road is just underneath the
current pavement. Meeting the likely concession requirements for roughness will be a
significant [and expensive] challenge [especially if one includes all the bumps at bridges into
this requirement].
There are service relocations needed, some will be significant
Electrical sub station will need to be relocated in 6 laning

Some facilities, such as rest and service areas exist
Rest and service area 2 of these exist along the project section. There are also a lot of petrol
stations with direct access to NH5
In very many places the current corridor right of way is insufficient for 6 laning [including
service roads]. This is especially so in the 3 more major urban areas crossed by the
project [where the current right of way appears to be just 23 m at minimum in places], but
also occurs in many villages passed through, and elsewhere.
Probably not quite enough ROW to fit in full 6 lane Here, at least on one side, there may just be
[with shoulders] and frontage roads room for full 6 laning with frontage roads
There are possibly up to 22 locations where grade separated interchanges should be added
if the current criteria for grade separation is followed. Many if not all of these locations would
require land take and building demolition [substantial] for the grade separation to occur.
All existing structures are for the current 4 lane situation. For full 6 laning all structures
[culverts, small bridges, long bridges] would need to be widened. Technically it is likely not to
difficult to widen the culverts, and probably some of the smaller bridges. However widening
of some of the smaller bridges, plus most if not all of the longer bridges [and this includes 3
substantial river crossings] looks difficult [if not impossible]
One of the existing long bridges, 2 lanes each direction [2 separate structures]
Apart for possible land take [and bridge] problems widening to 6 lanes [plus some
intermittent frontage roads, as they will not everywhere be needed in the rural areas] is likely
to be achievable especially in rural areas.
Rural sections
The current 4 lane situation with U turns is dangerous. In daytime [worse at night] local traffic
[bicycle, motorbike, car, lorry and bus, tractor towing hay etc.] drives the wrong way down the
carriageway to save a longer trip via the official route. At day and worse at night pedestrians
crossing the road are significantly at risk. However provision of service roads as necessary
[including if one wants to keep pedestrians of the 6 laning a lot of fencing], plus local access
from one side to the other, either over or under the current road is going to be difficult
[sometimes impossible], and in all events costly, especially as the majority of road [except for
one recent bypass] is on relatively flat ground, sometimes with lengths of canal alongside.
Even with frontage roads driving through these villages, especially at night, is dangerous due to
pedestrians crossing [and vehicles going the wrong way]
Vehicles drive both ways on the existing carriageway, not very safe
Many sections of the road are built adjacent to canals and drainage channels, this creates
difficult access problems where bridges over the canal exist
Canal [many km long] to left of parts of NH5, making widening slightly difficult [and frontage roads
virtually impossible here]
Whilst it is possibly to convert this section of road to a 6 lane section, along with new interchanges,
and service roads as needed, it is not an easy task. If everything is done then much land take and
property demolition will be needed [and this directly contradicts part of the basis project
requirements], and costs are likely to be much higher than the global cost of 5.78 crores / km [note:
this is a subjective assessment, we have not done the work needed yet to prove this].
Review of Project Objectives following Initial Assessment
Government basically wish this portion of NH5 to be widened to 6 lanes. However to achieve this
objective via a DBFO concession a number of parameters have to be met:
The project has to be financially viable (so the works and land take have to be affordable);
The project has to be acceptable [the Consultant thinks major demolition in every town and
village passed through is unlikely to be acceptable];
The project has to meet the desired objectives [including safety, local access needs etc.].
We suspect the cost of doing everything desired will be too high for a sensible concession
agreement to be negotiated and let. So the likely choice for Government is to compromise on some
of the desired objectives and standards [i.e. find ways to minimise cost and lessen the land take
problems, which may include even town detour / bypass roads if at all possible]. The Client has to
decide [as the study evolves] what requirements are sacrosanct and which may be varied, given a
likely desirable ceiling to the overall average cost per km. In the particular case of this project some
requirements that will need to be locally considered as the study evolves are likely to be;
How many interchanges and grade separated U turns and accesses are to be provided
[these are individually large cost items, and some interchange grade separations may be
quite expensive and involve possibly significant land take].
Is full on line widening through the major town areas [the available ROW in places drops
well below 30m] really a sensible option [a site visit by NHAI is highly recommended]. Bypass
alternatives may need to be studied, and this may require additional time and resources.
What to do with the major bridges [> 60m in length], leaving them as 4 lanes defeats the
objectives of everywhere widening to 6 lanes [and creates pinch points which are likely in
time going to be bottlenecks and also safety hazards]. Maybe more provision of service
roads to keep local and through traffic completely separated and less 4 to 6 general lane
widening may be a way forward.
The above requirements are applicable to areas with adjacent constraints [towns, bridges, potential
interchange locations]. In rural locations the real constraints are predictable [carriageway and
embankment needs widening from 4 to 6 lanes, all structures and culverts need widening, limited
frontage roads will be needed], with one problem to sort out which is how cross access is provided.
4.2 DRAFT FEASIBILITY STUDY REPORT
The Draft Feasibility Study Report was submitted in early February 2007 (Vijayawada-Gundugolanu),
December 2010 (Vijayawada Bypass) and January 2011 (Hanuman Junction Bypass).
This Final Feasibility Report is essentially an update of the Draft report, with one scheme for 4/6
laning presented.
Chapter 5: Contents
5. DATA COLLECTION AND SURVEYS FOR FEASIBILITY PHASE ........................................ 2
5.1 DATA COLLECTION ...................................................................................................................... 2

5.1.1 As-Built Drawings validation .................................................................................................. 3
5.2 TRAFFIC SURVEYS ....................................................................................................................... 7
5.3 GROUND SURVEYS [ROW VERIFICATION] ..................................................................................... 8
5.4 SURVEYS OF UTILITIES AND LAND ACQUISITION............................................................................ 8
5.5 PAVEMENT CONDITION SURVEY, VIZIROAD AND ROADRUNNER ...................................................... 9
5.6 M ATERIALS INVESTIGATIONS ........................................................................................................ 9
5.7 HYDRAULIC & HYDROLOGICAL DATA AVAILABILITY AND ANALYSIS ............................................... 9
5.7.1 Data Collection & analysis ..................................................................................................... 9
5.8 INVENTORY AND CONDITION SURVEY OF BRIDGES AND CULVERTS ................................................ 10
5.9 ENVIRONMENT AND SOCIAL SURVEYS ........................................................................................ 11
Egis Bceom International, France in Association with EGIS India Consulting Engineers Pvt. Limited
5. DATA COLLECTION AND SURVEYS FOR FEASIBILITY PHASE
5.1 DATA COLLECTION

Documents and as-builts were obtained from NHAI, refer Chapter 2 for details.
Where they exist in reasonable quality aerial photography [via Google earth] was copied a brief
selection follows. It should be noted that the Google earth photographs seem to be in a constant
state of improvement [better definition], the pictures [or more correctly this source of data] may be
useful in future detailed design. Many digital photographs of the road were also taken [and
referenced].
Alignment Sheets
Existing Vijayawada-Gundugolanu NH
Proposed Vijayawada Bypass
Proposed Hanuman Junction Bypass
It should be noted that as at end February 2007 possible about 1/3 of the alignment is shown in
Google earth in the clarity given immediately above, other areas have much poorer definition.
5.1.1 As-Built Drawings validation
Most of the as-built drawings are available in electronic form; however there are a few hard copies
are also available and collected by the consultants.
KEY FINDINGS
The Terms of Reference specifies that The consultant shall also be fully responsible for the
accuracy of the physical and ground details, such as alignment, grade, right of way details, abutting
land use, and features existing within the right of way (such as service roads, drains, retaining/RE
walls, slope protection, culverts, bridges, junctions, subways/overpasses, grade separators, road
over bridges), pedestrian/cattle crossing facilities, bus/truck lay byes, utilities (like telephone, HT/LT
lines, water supply drainage/gas lines and OFC cables), plantation, road furniture, access to
properties/fuel stations, median openings, etc. The primary source of the existing ground and
physical features will be the as-built drawings of the existing four-lane highway.
The as-built drawing shows only the lane edges, some alignment details and does not have the
details of physical features, right of way, abutting land use and utility services and other important
features of roadway. The consultants have collected many missing details and presented these
details in the Strip Plans.
The cross sections drawings are complete with respect the setting details. The Cross Drainage works
drawings are also complete with respect to the setting details. However the horizontal and vertical
layout details presented in the as-built drawings are not sufficient for setting out geometry. The
Vertical Bench Mark details are given but the horizontal alignment details in terms of HIP and
coordinates are completely missing. The concessionaire has to carryout detail topographic surveys
including levelling for detailed design and sub-sequent layout in the field.
Topographic Surveys Validation

The objective of the topographic surveys is to validate the as-built geometric parameters, setting out
details, bench marks, verify ROW details and verify physical features. The Terms of Reference
specifies Topographic surveys: to reconfirm the bearings, levels, lengths/ distances as given in the
as-built drawings, to establish/ reconfirm the bench marks of the original highway section, to verify/
validate the ROW limits and features existing within (e.g. utilities) and adjacent (e.g. abutting land
use) to the ROW, to reconfirm the alignment, longitudinal and cross profile of the highway section.
Topographic surveys with Total Station instrument were taken on the entire project road section,
through Vijayawada-Gundugolanu. The as-built drawings were reviewed to identify the location
where validation is critical to verify the geometric parameters, setting out details, physical features
and land use. The identification of particular location, the characteristics to be validated are
summarised below.
Characteristics of validation of Topographic Surveys
S. no. Characteristic/Location Description Objective of validation

Inventory of Bench Marks available and
1 Bench Marks
validate its coordinates and levels
2 Horizontal Alignment: Curve locations Sufficient length of survey to assess the
alignment characteristics in terms of
Vertical Alignment / Profile: Curve bearings/deflection angle and radii and
3
locations curve parameters
Approach alignment characteristics and
4 Bridges
Level on Deck
5 New Flyovers Record the physical features and land
use along road side and assess impact,
6 New Underpasses
sub-sequently optimise Land Acquisition
7 Urban/village locations at these locations
Physical features, boundaries and land ROW limits, assess impact and Land
8
use Acquisition
FIELD SURVEYS
Bench Marks
The Bench Marks for levels were given in the as-built drawings; however there is no details given on
traverse points/horizontal control pillars. The vertical control reference points (TBM) are marked
either on Median Kerb top, Bridge Kerb top, Culvert Head Wall/Parapet or on KM post, indicating with
paint. Many of the TBM marks are not visible on site, hence cannot establish validation. There is no
permanent type of control pillars observed along the entire project road. The complete list of TBM
details are presented in the DPR documents.
Traverse Station (Horizontal Control Points)

There is no evidence of any Horizontal Control Point along the project road section. The consultants
have established temporary horizontal traverse stations for the purpose of validation surveys. Hence
it is recommended to carry out a fresh survey by the concessionaire.
Vijayawada and Hanuman Junction Bypass
The basic objective of the topographic surveys is to capture the essential ground features along the
alignment in order to work out improvements, rehabilitation and upgrading costs. The detailed
topographic surveys are taken up after the completion of reconnaissance surveys.
Before taking up the detailed topographic surveys, alignment validation surveys have been carried
out for the proposed alignment. A detailed reconnaissance survey with Key professionals involved in
the Project is undertaken to validate the preliminary alignment keeping in view the following
parameters:
To avoid habitations / villages / densely populated settlement

To avoid water bodies and other environmental considerations
To follow the required geometrics for an highway
To avoid religious places
To inspect appropriate skew angles to cross railway lines, majors highways, major
rivers
To allow space requirements for proposed interchanges at the intersection with
major highways
The topographic survey is one of the most important and crucial field tasks under the project. The
detailed field surveys are carried out using high precision instruments i.e., Total stations. The data
from the topographic surveys will be available in (x, y, z) format for use in a sophisticated digital
terrain model (DTM).
A pair of GPS control points has been established by using DGPS at every 5km interval. The
Traversing has been carried out in-between 2 GPS points located at an interval of 5Km and error has
been adjusted on all the Control points. The GTS benchmarks have been transferred to Benchmark
Pillars along the alignment by DT leveling.
The detailed topographic surveys are being carried out based on the control points established on
the side of the proposed corridor. Longitudinal and Cross section will be picked up at every 25m
interval for the survey corridor for a width of 50 m on either side of centerline. The topographic details
like cross Roads, Rail, Bridges, Culverts, Trees, Buildings, Religious monuments, Graveyards,
Pipelines, Traffic Signs, Waterways, Electric Poles, Telephone Poles, important structures found at
site will be taken within the survey corridor. All the main Junctions of NH and SH have been
surveyed for in detail for junction improvements/ interchanges.
At locations where developments have resulted in a requirement for adjustments in the alignment,
survey of existing alignment to be improved through minor adjustments by widening the width of
corridor, the Survey will extend a minimum of 200m either side of the center line and will be of
sufficient width to allow improvements, including at-grade intersections, to be designed where
existing roads cross the alignment. For roads proposed to be improved, the longitudinal sections
levels along the proposed centerline would be taken at every 25m interval.
The longitudinal sections and cross-sections are being surveyed for the streams crossing the
alignment to the extent depending on their catchment area. In general for all the Major bridge
locations the survey will be carried out for 500m on upstream and 500m on downstream side by
taking of cross-sections at 0m, 50m, 100m, 200m, and 500m on both sides and for the Minor bridge
locations the survey will be carried out for 300m upstream and 300m downstream side by picking
cross-sections at 0m, 100m, 200m, and 300m on both sides.
The survey data will be utilized to develop DTM useful for final design of bypass, earthworks and
other quantities for detailed cost estimates.
Project centerline has been designed to proper geometry. Revenue maps are being collected along
the project corridor and significant land marks/plot boundaries identified on the ground and co-
ordinates will be picked up on these control points. Digitization of Revenue maps will be done
simultaneously and with the help of co-ordinates picked up on control points, these revenue maps
will be oriented to extrapolate on the project centre line. The corridor of impact on revenue maps will
thus be established and Land acquisition Plans will be developed. Schedules for Land acquisition will
be prepared by collecting the revenue records from local revenue offices to know the title holders of
each plot. The LA schedules will be prepared showing the Plot No, Name of the Title holder and
extent of land affected.
Horizontal Alignment
Sufficient details were collected at horizontal curve location at selected chainages to assess and
validate the geometric characteristics for Vijayawada-Gundugolanu section. The following table
summarise these geometric characteristics.
Validation of Horizontal Alignment
S. No HIP/ Chainage As-Built Details Validation Remark

Vijayawada Gundanagolu
R= 300, Ls=75m R= 300, Ls=75m

1 1069+830 Curve No. 68 Coincide
=17 03 57 =17 01 26
R= 800, Ls=42m R= 800, Ls=42m

=7 39 30 =7 39 40
R= 350, Ls=60m R= 350, Ls=60m

=18 22 29 =18 22 45
R= 300, Ls=40m R= 300, Ls=40m

=28 11 52 =28 10 19
R= 300, Ls=80m R= 300, Ls=80m

=49 52 49 =49 52 00
R= 500, Ls=45m R= 500, Ls=45m

=9 00 57 =9 01 18
R= 250, Ls=60m R= 250, Ls=60m

=19 37 56 =19 36 45
S. No HIP/ Chainage As-Built Details Validation Remark
R= 360, Ls=60m R= 360, Ls=60m

=19 14 38 =19 13 55
1034+303 Curve No.17LHC (Eluru R= 1200 R= 1200

9 Coincide
Bypass) =4 00 00 =4 01 18
From the above table it is evident that most of as-built details of horizontal alignment in terms of
bearing, distances and other geometric parameters are very close to results of validation survey. The
road was built four years before hence there could be slight variation in the details obtained when
compared to the as-built and variation could also be possible due to various type of surveys
instrument and time of surveys.
Vertical Alignment
Sufficient details were collected at vertical curve location at selected chainages to assess and
validate the geometric characteristics for Vijayawada-Gundugolanu section. The following table
summarise these geometric characteristics.
Validation of Vertical Alignment
S. No Chainage As-Built Details Validation Remark
Vijayawada Gundanagolu
1 VIP 1036+080 IN: 0.236% IN: 0.251% Coincide
Eluru Bypass Lvc=198.162m Lvc=198.162m
IN: 3.077% IN: 3.047%
Lvc=438.449m Lvc=438.449m
OUT: 2.858% OUT: 2.885%
As mentioned in the earlier chapter on As-Built drawings validation the alignment and profile details
in the as-built drawings are insufficient to check the layout characteristics. Hence the validation no
vertical alignment is limited to verifying the grades as-built and curve length if the details available.
From the above table it clear that there is not much variation in the results found compared to the
details given in the as-built drawings.
5.2 TRAFFIC SURVEYS

The Reconnaissance survey which was conducted which helped in identification and understanding
of homogeneous traffic sections, visible travel pattern on the corridor, major traffic generators/
attractors along and off the project road, major intersections etc. Accordingly various traffic surveys
were then planned to capture the traffic and travel characteristics on the sections of the project
corridor. The surveys conducted include, classified traffic volume count surveys, origin-destination
surveys, intersection turning movement count surveys, pedestrian count surveys, speed & delay etc.
th th
The first traffic surveys were conducted between 10 Dec 2006 and 8 Jan 2007, under the
supervision of traffic engineer. The results from these traffic studies including traffic projections are
th
discussed in detail in Chapter 6 of this report. Further traffic surveys were carried out between 25
th
February and 6 March 2007 (Vijayawada-Gundanagolu section), and during this second period axle
load surveys were carried out in 1 location (Vijayawada-Gundanagolu section) [48hrs each location,
th th
traffic both ways weighed]. Further traffic surveys were carried out between 7 December and 13
December 2010 (Vijayawada Bypass).
5.3 GROUND SURVEYS [ROW VERIFICATION]

The Right of Way details (roadway width in meters) collected from the NHAI local offices [in
December 2006] are presented in the following sections. Discussions with local NHAI and Revenue
officers reveals that the recent land-take for 4-laning of project road was restricted [when 4 laning
was undertaken in the 1990s] only to the minimum required for the construction of additional 2 lanes
on the sections other than bypasses. Further these offices do not hold the up-dated revenue records
after the acquisition for 4-laning project except for some revenue divisions. It is also learned that the
RoW boundary stones established in some sections are destroyed locally by the public for various
reasons including farming. Subsequently the details collected were randomly verified on the field
wherever possible and found to be relatively close to the widths provided by these organisations.
See Chapter 12 for more details.
5.4 SURVEYS OF UTILITIES AND LAND ACQUISITION

The utility surveys will be carried out to identify the sewers, gas/oil pipes, crossings, electric, and
telephone lines (O/H & U/G) and poles, optical fiber cables (OFC) etc. The survey covers the entire
right-of-way of the road on the adequate allowance for possible shifting of the central lines at some of
the intersections locations.
Utilities Agencies have various degrees of authority to install their lines within the right of way of
roads. Depth, size, etc of utilities are based on the IRC98-1997 guidelines.
Coordinates of all the surface utilities, which include electric poles, telephone poles, towers,
transforms, over head electric and telephone lines etc., will be picked up during the detailed
topographic surveys. The details of underground utilities will be collected from the concerned
departments. The utility information from these sources will be drawn on the base plan to develop
utility shifting plans.
The information collected during reconnaissance and field surveys will be shown on a strip plan so
that the proposed improvements can be appreciated and the utilities required to be shifted for each
type can be assessed and suitable actions can be initiated.
Land Acquisition Surveys also done for 3(a), 3A and 3D publication.
5.5 PAVEMENT CONDITION SURVEY, VIZIROAD AND ROADRUNNER

The pavement condition survey, along with a roughness survey was carried out in the last 2 weeks of
December 2006 for Vijayawada-Gundugolanu section. Full details are given in Chapter 11 and
Annex 3.2. The survey included a road inventory, plus IRI [roughness measurements].
5.6 MATERIALS INVESTIGATIONS

An initial materials investigation was carried out, see Chapter 11 for Vijayawada-Gundugolanu
section.
For Vijayawada/Hanuman Junction Bypass

The sources of materials, quarry sites, borrow areas and fly ash will be identified and field/laboratory
testing of these materials will be carried out to determine their suitability for various components of
the work and to establish quality & quantity of various construction materials and to recommend their
use on the basis of techno-economic principles. The mass haul diagram for haulage purposes will be
prepared giving quarry charts indicating the location of selected borrow areas, quarries and the
respective estimated quantities.
Environmental restrictions, if any, and feasibility of availability of these sites to prospective

concessionaires, will be duly taken into account while selecting new quarry locations.
Suitable recommendations will be made regarding making good the borrow areas and quarry areas
after the exploitation of materials for construction of works.
The Material Investigation aspect will include preparation and testing of bituminous mixes for various
layers and concrete mixes of different design mix grades using suitable materials (binders,
aggregates, sand filler etc.,) as identified during Material Investigation to conform to latest MORT&H
specification.
5.7 HYDRAULIC & HYDROLOGICAL DATA AVAILABILITY AND ANALYSIS
5.7.1 Data Collection & analysis
The following details have been collected for the Vijayawada/Hanuman Junction Bypasses project:
Catchment area
An index map to a suitable scale. i.e., Topo sheets in scale of 1:50000, showing the
alignment, location of proposed bridges etc. Drainage area mapping is done based on the
topo sheets, contours available from Bhuvan maps and Google maps.
Assessment of ground water condition (Water Table).
Reports from CWC and IMD for Flood Estimation
Flood Estimation reports from CWC for small catchments. This report forms the base for
preparing the synthetic unit hydrographs for the purpose of flood estimation.
Rainfall Isohyets for rainfall data for various return periods
Floods and Discharge Data
History of floods, if any and Survey of observed Maximum flood levels (OMFL) or High
Flood Level (HFL) with reference to GTS bench marks
Discharge details of canals from respective departments.
Survey Data
Geological information
Topo surveys data including the alignment survey
Bridge locations - Cross and Longitudinal Sections
5.8 INVENTORY AND CONDITION SURVEY OF BRIDGES AND CULVERTS

The Senior Bridge Engineer along with a team of bridge / field engineers carried out the inventory
and condition survey of the complete project road. Visual inspection was done to find out the
deficiencies in the structures. At some bridge locations, due to water logging in the entire waterway, it
was not possible to inspect the structure. Type of expansion joints in the old existing bridges could
not be ascertained as they are covered with bituminous overlays at most of the bridge locations.
There are 333 (Km 1076+480 to Km 1061+080 and Km 1056+08 to 1022+480) numbers of
structures (existing minor / major bridges, RoBs, and underpasses) of all 2lane configurations each
side and 128 (Vijayawada and Hanuman Junction Bypass) numbers of structures (minor / major
bridges, RoBs, and underpasses) on proposed bypasses. Out of which the total number of RoBs are
5. The list of the RoBs is given in the following table.
Rail Over Bridges

Chianage- ROB LHS RHS
S. No Progressive Structure Length CW Length CW
Kms No. Remark Remark
(m) Width (m) (m) Width (m)
Vijayawada Bypass
Proposed Proposed
1 Km 2+500 - 112 12 112 12
Bypass Bypass
Proposed Proposed
2 Km 20+590 - 552 12 552 12
Bypass Bypass
Proposed Proposed
3 Km 45+870 - 378 12 378 12
Bypass Bypass
Existing NH-5 (Km 1076+480 to Km 1061+080 and Km 1056+08 to 1022+480)

1049+527
1 (Eluru 55/2 71.2 7.5 New 71.2 7.5 New
Bypass)
1033+824
2 (Eluru 70/7 89.25 7.5 New 89.25 7.5 New
Bypass)
The following typical defects were noticed in the structures based on the visual inspection:
Settlement of approach slab
Damaged Hand Railing
Vegetation growth at up-stream and down-stream
Damaged metallic crash barriers in approaches
Missing / non uniform structure numbers and chainages
Debris on pier and abutment caps
Debris on bridge deck / expansion joints
Missing / damaged blocked drainage spouts
Un dismantled False steining of well foundations
Vegetation growth in pier/ abutment caps

Missing / damaged precast slabs in footpaths / expansion joint
Damaged Wearing Coat
Partly / completely choked culverts
Specific problems
1. Elastomeric bearings of end spans of ROB at km 1034+140 on Eluru Bypass (new 4-lane)
were found to be failed. The cause of failure requires to be investigated by a project level
inspection by a specialised agency. Thereafter, the bearings shall be replaced after carrying
out fresh designs, if required. The finding along with the photographs was reported to the
nd
Project Director, NHAI, Vijayawada vide our letter no. NHDP-V/PIU/07/01-011 dated 2
January 2007.
5.9 ENVIRONMENT AND SOCIAL SURVEYS

The preliminary Environmental Examination for the proposed project has been undertaken as a
parallel exercise with the Engineering Analysis, so as to bring out the environmental concerns in
planning and the proposed design. The basic aim of the present study is to assess the magnitude of
actual and potential environmental concerns due to conversion of the existing 4 lane National
Highways into six lanes. This is also to ensure that the environmental considerations are given due
weightage, in the design of proposed highway improvements being studied. Basic idea is to minimize
adverse environmental and social impacts with best possible engineering solutions at the optimal
cost to make development environmentally sound and sustainable.
Environmental Screening of the study area has the following major objectives:
To classify the type of environmental assessment required,
To delineate the major environmental issues and identify the potential hotspots, which
requires further study i.e. scope for EA,
To recognize the potential environmental concerns,
To determine the magnitude of potential impacts and ensure that environmental

considerations are given due weightage while selecting and designing proposed highway
improvements.
The detailed analysis and results of Environment and Social Surveys are presented in chapter 19.
Chapter 6: Contents
CHAPTER 6: CONTENTS ............................................................................................................................ 1
6 TRAFFIC SURVEYS AND ANALYSIS ................................................................................................ 2
6.1 GENERAL ............................................................................................................................................ 2
6.2 ESTIMATION OF BYPASS TRAFFIC ................................................................................................. 4
6.2.1 Bypass Alignment Options ....................................................................................................... 4
6.2.2 Traffic Estimation ..................................................................................................................... 5
6.2.3 Growth Rates ........................................................................................................................... 6
6.3 TOLLING STRATEGY ....................................................................................................................... 12
6.3.1 Stream wise Tollable Traffic ................................................................................................... 14
6.3.2 Toll Rate ................................................................................................................................. 14
6.3.3 Toll Revenue .......................................................................................................................... 16
6 TRAFFIC SURVEYS AND ANALYSIS
6.1 GENERAL
The present project is development of new bypasses for the Vijayawada city and Hanuman Junction town
and four lane to six laning of Vijayawada-Gundugolanu section of NH-5. Vijayawada is thirty fourth largest
urban agglomerations in the country and comprises of Vijayawada Municipal Corporation (VMC),
Mangalagiri Municipality, 4 Panchayats and outgrowths. Vijayawada is the third largest city of the State of
Andhra Pradesh. The population of the city as per the 2001 census is 8,45,217 and is growing at an
average decadal growth rate of 39.72.
The existing NH-5 passes through the city. Two National Highways NH-5 and NH-9 intersect in the city.
NH-9 connects the city with Hyderabad, Capital of Andhra Pradesh and Machilipatnam, port town. NH-5
leads to Visakhapatnam and Chennai two of the busiest ports of India. Figure 6.1 presents the details.
Figure 6-1: Regional Road Network

Due to the interaction with the above cities there is lot of through traffic passing through and thereby
congesting the city network. In order to avoid this NHAI has decided to provide a bypass for the
Vijayawada city. Two types of options are studied, Bypass on the Eastern side (Options 1 to 4) and
Bypass on the Western side (Option 5 & 6). Figure 6-2 shows the different options. Option 6 is finally
chosen.
The 47.88 km long project corridor starts after Kaza toll plaza and continues to West of Vijayawada and
ends after Gannnavaram but before the Pottipadu toll plaza. The present project involves evaluation of
the technical feasibility of Vijayawada bypass with the 6 lane facility with partial/full access control through
provision of service roads, grade separation etc to ensure safety and the assessment of cost of
development. This Chapter discusses the traffic surveys conducted, traffic estimate for the bypass and
traffic projections etc.
Traffic surveys have been conducted in the 2007 for the project Feasibility Study for 6 Laning of
Vijayawada-Rajahmundry section, NH-5 and also Feasibility Study for 6 laning of Chilakaluripet-
Vijayawada section, NH-5. For the above studies, 7 days TVC count and 24 hours OD surveys has been
conducted at number of locations as per the requirements of NHAI. Detailed analysis of the traffic has
been presented in the Feasibility Report for the above projects. However, for the present study the traffic
data on either side of the bypass in the immediate vicinity has been used. The survey locations data
which is used in the present study are presented below at Table 6.1.
Table 6.1: Traffic Survey Locations

Sl. No. Survey Location Remarks
Kaza Toll Plaza (Km 1114+044)
Classified Traffic Volume Count Pottipadu Toll Plaza (Km 7 Days
1
Survey 1072+580)
On NH 9 near Gollapudi
Kaza Toll Plaza (Km 1114+044)
Pottipadu Toll Plaza (Km 24 Hrs
2 Origin-Destination Survey
1072+580)
On NH 9 near Gollapudi
AADT Traffic at the Kaza & Pottipadu Toll Plaza locations is presented in the Table 6.2 below.
Table 6.2: AADT at Survey Locations

Pottipadu Toll Kaza Toll
Gollapudi
Vehicle Classification Plaza Plaza
NH 9
(Km 1072+580) (Km 1114+044)
Two Wheeler 2,225 5,784 6,783
Auto Rickshaw 606 1,022 2,379
Car/Jeep/Van 2,563 3,960 6,279
Tempo 507 1,006 1,815
Mini Bus 52 77 372
Bus
Bus 1,161 1,734 2,726
LCV 470 569 1,451
2 Axle 1,633 1,952 5,788
Trucks 3 Axle Rigid 2,249 2,199 3,505
MAV 276 216 368
Without Trailer 10 20 74
Agri. Tractor
With Trailer 56 84 49
Total Motorized Vehicle (MV) 11,808 18,623 31,589
Pottipadu Toll Kaza Toll

Gollapudi
Vehicle Classification Plaza Plaza
NH 9
(Km 1072+580) (Km 1114+044)
Animal/Hand Drawn 6 11 46
Cycle 390 520
885
Cycle Rickshaw 51 44
Others 3 9 37
Total Non Motorized Vehicle
450 584 968
(NMV)
Total AADT (Vehicles) 12,258 19,207 32,557
Total AADT (PCU) 22,557 29,339 56,695
6.2 ESTIMATION OF BYPASS TRAFFIC
6.2.1 Bypass Alignment Options

Total 6 alignment options were studied, but they basically fall into two categories westerly alignment and
easterly alignment. The Western side alignment is providing connectivity to Hyderabad and the other on
Eastern side is providing connectivity to Machilipatnam. The alignment options studied are presented in
Figure 6.2.
Figure 6-2: Vijayawada Bypass Alignment Options
The length details of the different options studied are presented in Table 6.3.
Table 6.3: Bypass Options

S.N. Option Length, Km
1 Option - 1 39.900
2 Option 2 31.700
3 Option 3 26.800
4 Option 4 25.800
5 Option 5 39.170
6 Option 6 47.880
The western alignment Option 6 is chosen for implementation.
6.2.2 Traffic Estimation

Traffic is estimated based on the travel pattern on the corridor observed from the OD surveys conducted
near Pottipadu Toll Plaza, Kaza Toll Plaza and the traffic surveys conducted at Gollapudi in December,
2010.
The western alignment will have two sections one from Kaza toll plaza (near) to NH-9 connecting
Hyderabad, and the second connecting NH-9 to near Gannavaram. The section wise traffic estimates for
year 2010 is presented in the Table 6-4 below:
Table 6.4: Section wise Traffic Forecast

Mode Sec 1 Sec 2
Car/ Jeep/ Van 305 535
Mini Bus - -
Bus - -
LCV 283 213
2 Axle Truck 952 1,502
3 Axle Truck 1,112 700
MAV up to 6 Axle 127 140
MAV >6 Axles - 0
HCM/ EME 0 0
Total Vehicles 2,779 3,090
The directional distribution of traffic for the year 2010 is presented graphically below:
6.2.3 Growth Rates

Growth rates estimated for the Feasibility Study for 6 laning of Chilakaluripet-Vijayawada, NH-5 are
suitably modified in the light of four laning of the Hyderabad-Vijayawada section and adopted for the
present study. Detailed analysis of the growth rates estimation is presented in the Feasibility study for 6
laning of Chilakaluripet-Vijayawada, NH-5. The growth rates estimated for the study are presented for the
realistic scenario. The estimated growth rates for different vehicle types are as below:
Table 6.5: Proposed Growth Rates (%)

MAV up
Two Mini 2 Axle 3 Axle MAV >6 HCM/
Period Car Bus LCV to 6
Wheeler Bus Truck Truck Axles EME
Axle
2011-15 8.7 7.0 5.5 5.5 6.6 6.6 6.6 6.6 6.6 6.6
2016-20 7.1 6.5 5.5 5.5 6.6 6.6 6.6 6.6 6.6 6.6
2021-25 5.3 6.0 5.0 5.0 6.1 6.1 6.1 6.1 6.1 6.1
>2025 5.3 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
For other vehicle types, a nominal growth rate of 2% per annum has been assumed for the study. As the
immediate influence area is agriculturally rich, the agricultural vehicles (non-motorised) are not expected
to diminish.
Estimated traffic of the Vijayawada bypass has been projected with 5% growth rate and presented for
the year 2010 and cardinal years in the Table below:
Table 6.6: Projected Traffic for the Western Alignment Vijayawada Bypass Section 1
Car/ MAV up
Mini 2 Axle 3 Axle MAV >6 HCM/ Total
Year Jeep/ Bus LCV to 6
Bus Truck Truck Axles EME PCUs
Van Axle
2007 305 - - 283 952 1,112 127 - - 7,493
2008 320 - - 297 1,000 1,168 133 - - 7,868
2009 336 - - 312 1,050 1,226 140 - - 8,262
2010 353 - - 328 1,103 1,287 147 - - 8,677
2011 371 - - 344 1,158 1,351 154 - - 9,107
2012 390 - - 361 1,216 1,419 162 - - 9,566
2,013 410 - - 379 1,277 1,490 170 - - 10,045
2014 431 - - 398 1,341 1,565 179 - - 10,552
2015 453 - - 418 1,408 1,643 188 - - 11,079
2016 476 - - 439 1,478 1,725 197 - - 11,630
2017 500 - - 461 1,552 1,811 207 - - 12,212
2,018 525 - - 484 1,630 1,902 217 - - 12,824
2,019 551 - - 508 1,712 1,997 228 - - 13,466
2,020 579 - - 533 1,798 2,097 239 - - 14,139
2,021 608 - - 560 1,888 2,202 251 - - 14,848
2,022 638 - - 588 1,982 2,312 264 - - 15,590
2,023 670 - - 617 2,081 2,428 277 - - 16,369
2024 704 - - 648 2,185 2,549 291 - - 17,188
2025 739 - - 680 2,294 2,676 306 - - 18,046
2026 776 - - 714 2,409 2,810 321 - - 18,949
2027 815 - - 750 2,529 2,951 337 - - 19,897
2028 856 - - 788 2,655 3,099 354 - - 20,893
2029 899 - - 827 2,788 3,254 372 - - 21,940
2030 944 - - 868 2,927 3,417 391 - - 23,038
2031 991 - - 911 3,073 3,588 411 - - 24,190
2032 1,041 - - 957 3,227 3,767 432 - - 25,403
2033 1,093 - - 1,005 3,388 3,955 454 - - 26,673
2034 1,148 - - 1,055 3,557 4,153 477 - - 28,007
2035 1,205 - - 1,108 3,735 4,361 501 - - 29,410
2036 1,265 - - 1,163 3,922 4,579 526 - - 30,880
2037 1,328 - - 1,221 4,118 4,808 552 - - 32,422
2038 1,394 - - 1,282 4,324 5,048 580 - - 34,043
2039 1,464 - - 1,346 4,540 5,300 609 - - 35,744
2040 1,537 - - 1,413 4,767 5,565 639 - - 37,528
2041 1,614 - - 1,484 5,005 5,843 671 - - 39,404
Car/ MAV up
Van Axle
2042 1,695 - - 1,558 5,255 6,135 705 - - 41,375
2043 1,780 - - 1,636 5,518 6,442 740 - - 43,444
2044 1,869 - - 1,718 5,794 6,764 777 - - 45,617
2045 1,962 - - 1,804 6,084 7,102 816 - - 47,898
2046 2,060 - - 1,894 6,388 7,457 857 - - 50,293
Car/ MAV up
Van Axle
2007 535 - - 213 1,502 700 140 - - 8,091
2008 562 - - 224 1,577 735 147 - - 8,496
2009 590 - - 235 1,656 772 154 - - 8,920
2010 620 - - 247 1,739 811 162 - - 9,370
2011 651 - - 259 1,826 852 170 - - 9,839
2012 684 - - 272 1,917 895 179 - - 10,334
2,013 718 - - 286 2,013 940 188 - - 10,852
2,014 754 - - 300 2,114 987 197 - - 11,394
2,015 792 - - 315 2,220 1,036 207 - - 11,964
2,016 832 - - 331 2,331 1,088 217 - - 12,562
2,017 874 - - 348 2,448 1,142 228 - - 13,192
2,018 918 - - 365 2,570 1,199 239 - - 13,848
2,019 964 - - 383 2,699 1,259 251 - - 14,542
2,020 1,012 - - 402 2,834 1,322 264 - - 15,271
2,021 1,063 - - 422 2,976 1,388 277 - - 16,035
2,022 1,116 - - 443 3,125 1,457 291 - - 16,836
2,023 1,172 - - 465 3,281 1,530 306 - - 17,680
2024 1,231 - - 488 3,445 1,607 321 - - 18,564
2025 1,293 - - 512 3,617 1,687 337 - - 19,490
2026 1,358 - - 538 3,798 1,771 354 - - 20,465
2027 1,426 - - 565 3,988 1,860 372 - - 21,492
2028 1,497 - - 593 4,187 1,953 391 - - 22,566
2029 1,572 - - 623 4,396 2,051 411 - - 23,697
2030 1,651 - - 654 4,616 2,154 432 - - 24,886
2031 1,734 - - 687 4,847 2,262 454 - - 26,135
2032 1,821 - - 721 5,089 2,375 477 - - 27,441
Car/ MAV up
Van Axle
2033 1,912 - - 757 5,343 2,494 501 - - 28,813
2034 2,008 - - 795 5,610 2,619 526 - - 30,255
2035 2,108 - - 835 5,891 2,750 552 - - 31,768
2036 2,213 - - 877 6,186 2,888 580 - - 33,361
2037 2,324 - - 921 6,495 3,032 609 - - 35,027
2038 2,440 - - 967 6,820 3,184 639 - - 36,778
2039 2,562 - - 1,015 7,161 3,343 671 - - 38,616
2040 2,690 - - 1,066 7,519 3,510 705 - - 40,549
2041 2,825 - - 1,119 7,895 3,686 740 - - 42,577
2042 2,966 - - 1,175 8,290 3,870 777 - - 44,705
2043 3,114 - - 1,234 8,705 4,064 816 - - 46,944
2044 3,270 - - 1,296 9,140 4,267 857 - - 49,292
2045 3,434 - - 1,361 9,597 4,480 900 - - 51,757
2046 3,606 - - 1,429 10,077 4,704 945 - - 54,345
Table 6.8: Projected Traffic for the portion from Vijayawada Bypass to Gundugolanu
MAV Agri
Car/ 2 MAV Auto Agri Animal Cycle Tollable
Mini 3 Axle up to HCM/ Two Temp Tractor Other Total
Year Jeep/ Bus LCV Axle >6 Ricksh Tract Hand Cycle Ricks Traffic
Bus Truck 6 EME Wheeler o & s PCUs
Van Truck Axles aw or drawn haw PUCs
Axle Trailor
2007 2,605 48 1,008 490 1,440 2,178 326 - - 2,482 572 527 14 55 7 293 21 2 18,757 21,605
2008 2,735 50 1,058 515 1,512 2,287 342 - - 2,606 601 553 15 58 7 308 22 2 19,693 22,682
2009 2,872 53 1,111 541 1,588 2,401 359 - - 2,736 631 581 16 61 7 323 23 2 20,679 23,816
2010 3,016 56 1,167 568 1,667 2,521 377 - - 2,873 663 610 17 64 7 339 24 2 21,714 25,005
2011 3,167 59 1,225 596 1,750 2,647 396 - - 3,017 696 641 18 67 7 356 25 2 22,798 26,251
2012 3,325 62 1,286 626 1,838 2,779 416 - - 3,168 731 673 19 70 7 374 26 2 23,938 27,560
2,013 3,491 65 1,350 657 1,930 2,918 437 - - 3,326 768 707 20 74 7 393 27 2 25,135 28,937
2014 3,666 68 1,418 690 2,027 3,064 459 - - 3,492 806 742 21 78 7 413 28 2 26,396 30,386
2015 3,849 71 1,489 725 2,128 3,217 482 - - 3,667 846 779 22 82 7 434 29 2 27,714 31,901
2016 4,041 75 1,563 761 2,234 3,378 506 - - 3,850 888 818 23 86 7 456 30 2 29,097 33,489
2017 4,243 79 1,641 799 2,346 3,547 531 - - 4,043 932 859 24 90 7 479 32 2 30,552 35,160
2,018 4,455 83 1,723 839 2,463 3,724 558 - - 4,245 979 902 25 95 7 503 34 2 32,079 36,918
2,019 4,678 87 1,809 881 2,586 3,910 586 - - 4,457 1,028 947 26 100 7 528 36 2 33,682 38,762
2,020 4,912 91 1,899 925 2,715 4,106 615 - - 4,680 1,079 994 27 105 7 554 38 2 35,364 40,694
2,021 5,158 96 1,994 971 2,851 4,311 646 - - 4,914 1,133 1,044 28 110 7 582 40 2 37,134 42,727
2,022 5,416 101 2,094 1,020 2,994 4,527 678 - - 5,160 1,190 1,096 29 116 7 611 42 2 38,994 44,866
2,023 5,687 106 2,199 1,071 3,144 4,753 712 - - 5,418 1,250 1,151 30 122 7 642 44 2 40,945 47,109
2,024 5,971 111 2,309 1,125 3,301 4,991 748 - - 5,689 1,313 1,209 32 128 7 674 46 2 42,994 49,465
2,025 6,270 117 2,424 1,181 3,466 5,241 785 - - 5,973 1,379 1,269 34 134 7 708 48 2 45,143 51,932
2,026 6,584 123 2,545 1,240 3,639 5,503 824 - - 6,272 1,448 1,332 36 141 7 743 50 2 47,398 54,525
2,027 6,913 129 2,672 1,302 3,821 5,778 865 - - 6,586 1,520 1,399 38 148 7 780 53 2 49,765 57,247
2,028 7,259 135 2,806 1,367 4,012 6,067 908 - - 6,915 1,596 1,469 40 155 7 819 56 2 52,253 60,106
2029 7,622 142 2,946 1,435 4,213 6,370 953 - - 7,261 1,676 1,542 42 163 7 860 59 2 54,863 63,107
MAV Agri
Car/ 2 MAV Auto Agri Animal Cycle Tollable
Mini 3 Axle up to HCM/ Two Temp Tractor Other Total
Year Jeep/ Bus LCV Axle >6 Ricksh Tract Hand Cycle Ricks Traffic
Bus Truck 6 EME Wheeler o & s PCUs
Van Truck Axles aw or drawn haw PUCs
Axle Trailor
2030 8,003 149 3,093 1,507 4,424 6,689 1,001 - - 7,624 1,760 1,619 44 171 7 903 62 2 57,610 66,263
2031 8,403 156 3,248 1,582 4,645 7,023 1,051 - - 8,005 1,848 1,700 46 180 7 948 65 2 60,488 69,572
2032 8,823 164 3,410 1,661 4,877 7,374 1,104 - - 8,405 1,940 1,785 48 189 7 995 68 2 63,512 73,046
2033 9,264 172 3,581 1,744 5,121 7,743 1,159 - - 8,825 2,037 1,874 50 198 7 1,045 71 2 66,689 76,694
2034 9,727 181 3,760 1,831 5,377 8,130 1,217 - - 9,266 2,139 1,968 53 208 7 1,097 75 2 70,023 80,528
2035 10,213 190 3,948 1,923 5,646 8,537 1,278 - - 9,729 2,246 2,066 56 218 7 1,152 79 2 73,527 84,553
2036 10,724 200 4,145 2,019 5,928 8,964 1,342 - - 10,215 2,358 2,169 59 229 7 1,210 83 2 77,203 88,778
2037 11,260 210 4,352 2,120 6,224 9,412 1,409 - - 10,726 2,476 2,277 62 240 7 1,271 87 2 81,060 93,209
2038 11,823 221 4,570 2,226 6,535 9,883 1,479 - - 11,262 2,600 2,391 65 252 7 1,335 91 2 85,113 97,867
2039 12,414 232 4,799 2,337 6,862 10,377 1,553 - - 11,825 2,730 2,511 68 265 7 1,402 96 2 89,370 102,762
2040 13,035 244 5,039 2,454 7,205 10,896 1,631 - - 12,416 2,867 2,637 71 278 7 1,472 101 2 93,842 107,900
2041 13,687 256 5,291 2,577 7,565 11,441 1,713 - - 13,037 3,010 2,769 75 292 7 1,546 106 2 98,536 113,296
2,042 14,371 269 5,556 2,706 7,943 12,013 1,799 - - 13,689 3,161 2,907 79 307 7 1,623 111 2 103,465 118,962
2,043 15,090 282 5,834 2,841 8,340 12,614 1,889 - - 14,373 3,319 3,052 83 322 7 1,704 117 2 108,639 124,907
2,044 15,845 296 6,126 2,983 8,757 13,245 1,983 - - 15,092 3,485 3,205 87 338 7 1,789 123 2 114,071 131,150
2045 16,637 311 6,432 3,132 9,195 13,907 2,082 - - 15,847 3,659 3,365 91 355 7 1,878 129 2 119,773 137,702
2046 17,469 327 6,754 3,289 9,655 14,602 2,186 - - 16,639 3,842 3,533 96 373 7 1,972 135 2 125,763 144,587
Vijayawada Gundugolanu, NH-5
IRC: 64 - 1990 stipulates a design service volume of 40,000 PCU per day for a four lane divided
carriageway with paved shoulders at level of service B and plain terrain. This can be further increased
upto 60,000 PUCs by adopting LOS C.
The Vijayawada bypass crosses 40,000 PCUs in the year 2042 and 2040 for the sections 1 & 2
respectively. Hence it may be prudent to consider them for four laning only.
The section between Vijayawada bypass to Gundugolanu reaches the 40,000 PCUs in the year 2020 and
60,000 PUCs in the year 2028. Hence it is necessary to consider it for 6 laning now itself.
6.3 TOLLING STRATEGY
Tolling strategy in the present context is the identification of toll plaza locations and tolling sections, which
can fetch maximum revenue with minimum leakage and cost within the given constraints. Open tolling
system is to be adopted for the corridor. This means, flat toll rates calculated for the length of tolling
section(s) shall be charged at the respective toll plazas giving concessions/discounts as applicable to
local / frequent users as decided by authority.
The present package starts from the take off point of Vijayawada bypass 2.1 km after Kaza toll plaza (Km
422+800 new chainage) of Chilakaluripet-Vijayawada section to Gundugolanu (Km 1022+480) of
Vijayawada-Visakhapatnam section of NH-5. This comprises of Vijayawada bypass and Hanuman
Junction Bypass and existing Eluru bypass.
Vijayawada Bypass
The total length of the Vijayawada bypass is 47.880 km having two sections. The first section takes off 2.1
km after the Kaza toll plaza (Km 1112+044 new chainage) towards Vijayawada and joins NH 9 near
Gollapudi and is having a length of 18.650 km. The first section consists of bridge on Krishna river with a
length of 3.144 km. The second section starts from NH-9 and joins NH 5 at (Km 1076+480,
Chinnaautupalli) towards Eluru after Gannavaram and is having a length of 29.23 km. The distance
between the end of the bypass and Pottipadu toll plaza is 3.90 km.
Figure 6-3: Vijayawada Bypass Sections
Egis Bceom International, France in Association with BCEOM India Pvt. Limited
There is one bypass for the Hanuman Junction town having a length of 6.7 km.
Eluru Bypass
There is an existing Eluru Bypass for Eluru town.
The toll policy recommends an average distance between two toll plazas should generally be 60 km
except where it is not feasible to do so. Since the Vijayawada bypass is having two sections which will
have different traffic based on their origins and destinations, it is necessary to have two toll plazas on the
bypass one on each section.
There are three existing toll plazas in operation on NH-5, one at Kaza toll plaza (Km 1114+044), the
second one is at Pottipadu Toll Plaza (Km 1072+580) and third one at Kalaparru toll plaza (Km
1050+780). Since these three toll plazas are presently in operation, it is necessary to take them in to
consideration while finalizing the tolling sections of the project corridor. The details of the existing toll
plazas are summarised at Table 6-9 below:
Table 6.9: Existing Toll Plaza details
Length,
S. No. Existing Toll Plaza Chainage, km Section
km
1 Kaza Toll Plaza 1114+044 Km 1182+804 - Km 1100+184 81.6
2 Pottipadu Toll Plaza 1072+580 Km 1100+680 - Km 1061+580 39.1
3 Kalaparru Toll Plaza 1050+780 Km 1061+580 Km 1022+480 39.1
The Kaza toll plaza is collecing toll from Km 355.0 to Km 434.15 till the end of ongoing 6 laning, which
includes 15.25 km from the takeoff point of Vijayawada bypass to Kanakadurga Varadhi on the existing
NH 5 towards Vijayawada town. It is desirable not to disturb the existing concession of Kaza toll plaza.
The road users who desire to use the bypass road of section 1 will not be using the 12.5 km of the
existing NH 5 for which toll is already paid t toll at Kaza toll plaza and hence need not be double charged.
This point needs to be taken in to consideration.
Similarly the Pottipadu toll plaza is collecting toll from Km 1100+680 (Kanakadurga Varadhi) to Km
1061+580 which includes 24.2 km from the joining point of Vijayawada bypass to Kanaka durga Varadhi
on the existing NH 5 towards the Vijayawada town. The road users who desire to use the bypass road of
section 2 will not be using the 24.2 km of the existing NH 5 for which toll is already paid t toll at Pottipadu
toll plaza and hence need not be double charged. This point needs to be taken in to consideration.
The Kalaparru toll plaza is collecting toll from Km 1061+580 (Veleru town) to Km 1022+480
(Gundugolanu). The proposed toll plaza on section 2 of Vijayawada Bypass and Pottipadu toll plaza are
close by and hence it is proposed to do away with the Pottipadu toll plaza. Even the Pottipadu toll plaza
and Kalaparru toll plaza are close by.
Finally it is proposed to have total three toll plaza two on the Vijayawada Bypass , one on section 1, one
on section 2 and retaining the existing toll plaza at Kalaparru.
The details are provided at Table 6-10 below :

Table 6.10: Proposed Tolling Sections
S.No. Toll Plaza location Tolling Section Remarks
Km 11+500
Kaza to Gollapudi (15.25 km of NH-5 is
1 on proposed Vijayawada
Km 0 to Km 18+650 adjusted in the toll rate )
Bypass
Km 35+000
Gollapudi Chinnaavutapalli (24.2 km of NH-5 is
2 on proposed Vijayawada
Km 18+650 to Km 47+880 adjusted in the toll rate)
Bypass
Kanakadurga Varadhi
Km 1050+780
Gundugolanu Includes Hanuman
3 on Existing Vijayawada
Km 1100+680 to Km Junction (6.7 km) Bypass
Gundugolanu section
1022+480
As per the toll policy all the structures and bypasses costing more than Rs 10 crores need to be charged
separately at the toll rates specified in the policy. Since cost of the two sections of Vijayawada bypass and
the Hanuman Junction bypass are more than Rs 10 Crores each of them will be charged separately.
6.3.1 Stream wise Tollable Traffic
The Toll Policy specifies four categories of traffic for the purpose of tolling and toll discount and they are:
Local Traffic means vehicles used for non-commercial purpose and includes personal vehicles of
residents of villages/towns/cities on Project Highway whose boundary falls within radius of 20 Kms of Toll
Plaza.
Frequent Travelers When the same mechanical vehicle has to use the said section frequently for the
entire month, the vehicle owner may obtain a monthly pass on the payment of charges equivalent to 2/3
rd the 50 single trip rates applicable to it.
Return Trips When the same mechanical vehicle has to cross the section more than once in a day, the
user shall have the option to pay the fee for the multiple trips at the rates one and half times the single trip
rate.
Normal Traffic Other than local, frequent travelers, return trips
Exempt Vehicles Two wheelers, three wheelers, animal drawn vehicles and tractors with or without trailor
or trolley and other slow moving vehicles would not be allowed to use the main highway.
Accordingly traffic under different categories has been estimated from the OD Analysis. This information is
used for estimating the toll revenue under three different scenarios realistic, optimistic, and pessimistic.
6.3.2 Toll Rate
The tolling rates are as per the notification issued under Section 8A of the National Highways Act, 1956
(48 of 1956), read with Rule 3 of the National Highways Fee (Determination of Rates and Collection)
Rules, 2008. The base toll rates for the different modes per km are given below:
Table 6.11: Toll rates for the different Categories of vehicles
S.No. Category of Vehicle Base Rates as on 2007-08

1 Car/Jeep/Van/Light Motor Vehicle 0.65
2 LCV/Light Goods Vehicle/Mini Bus 1.05
3 Bus/Truck 2.20
4 HCM/EME/MAV (three to six axles) 3.45
4 Oversized vehicles (seven or more 4.20
axles)
The aforesaid rates are based on wholesale price index (WPI) for the month of December, 2007, which is
216.4.
Fees for use of Structure or Bypass
The rate of fee for use of bypass forming part of a section of a National Highway constructed with the cost
of rupees ten crores or more, for the base year 2007-08, shall be one and a half times the rate of fee
specified in sub-rule (2)
Provided that while computing the fee for a section of a National Highway of which such bypass forms a
part, the length of such bypass shall be excluded from the length of such section of National highway.
Provided further that where the cost of such bypass is less than rupees ten crore, then the rate of fee for
the use said bypass shall be the same as that of the section of the National highway of which it forma a
part.
Revision
The above rates shall be increased annually, without compounding, by 3 percent thereof with effect from
April 1, 2008 and such increased rates shall be deemed to be the base rates.
The applicable base rates shall be revised annually with effect from April 1 each year to reflect the
increase in WPI for the month of December of the immediately preceding year; but restricted to 40 % of
such increase in WPI.
Applicable fee rate=base rate + base rate X {(WPI A-WPI B)/WPI B} x0.4
Where,
Applicable fee rate is the fee rate payable by the user

Base rate is the rate specified in Rules 4 and 5 read with Rule 6(b)
st
WPI A is the WPI of the week ending on or subsequent to 1 January immediately preceding the
date of revision under their rules; and
WPI B is the WPI for the month of December, 2007 i.e. 216.4.
Local users:
Local traffic is defined as ones whose boundary falls within 20 Km of fees collection booth. The toll rates
for local users Rs 150/- per month with reference to the base year 2007-08 to be revised annually to
reflect the variation in WPI and then rounded off to the nearest 5 (five) rupees.
Return Trip
The return trips are charged at the rate of 1.5 times the single journey toll rate and will be valid for any
number of trips undertaken during that day of 24 hours.
Frequent Travelers
The frequent travelers are charged at the rate of 2/3rds of the 50 times the single journey toll rate.
WPI
Data from Central Statistical Organization has been collected and analyzed for long term trend. It is
observed that the long term growth in the WPI to be 5 %.
The toll rates will be calculated for each of the tolling sections and will be rounded off to the nearest 5
rupee. The discount toll rates will be calculated as discussed above. Projected toll rates for each of the toll
plaza are presented in Table 6-13.
Table 6.12: Toll Rates on different sections

Car/
Financial Mini 2 Axle 3 Axle MAV up MAV >6
Jeep/ Bus LCV HCM/EME
Year Bus Truck Truck to 6 Axle Axles
Van
Tolling Section - 1
2015-16 10 20 40 20 40 65 65 80 65
2020-21 15 25 55 25 55 85 85 100 85
2025-26 20 35 70 35 70 105 105 130 105
2030-31 25 40 90 40 90 140 140 170 140
2035-36 35 55 115 55 115 180 180 215 180
2040-41 45 70 150 70 150 230 230 285 230
Tolling Section - 2
2015-16 20 30 65 30 65 100 100 125 100
2020-21 25 40 85 40 85 130 130 160 130
2025-26 30 50 105 50 105 165 165 200 165
2030-31 40 65 135 65 135 215 215 260 215
2035-36 50 85 175 85 175 275 275 335 275
2040-41 70 110 230 110 230 360 360 435 360
Tolling Section - 3
2015-16 80 130 275 130 275 430 430 525 430
2020-21 105 165 350 165 350 550 550 670 550
2025-26 130 215 450 215 450 705 705 855 705
2030-31 170 275 575 275 575 905 905 1,100 905
2035-36 220 355 745 355 745 1,170 1,170 1,425 1,170
2040-41 285 460 970 460 970 1,520 1,520 1,850 1,520
6.3.3 Toll Revenue
Toll revenue is calculated by multiplying the projected tollable traffic by category and the toll rates. The toll
rates are revised annually for the normal traffic and rounded to the nearest rupee. The local traffic toll
rates are revised every year and rounded to the nearest 5 rupees. The year wise toll revenue at each toll
plaza for each option is presented in Table 6-14. Since the toll rates for the bypasses are same
(irrespective of the cost of the bypass), the toll revenue for all the three options will be same. Hence one
revenue table is presented at Table 6-14.
Table 6.13: Year wise and section wise Toll revenue for all the four options
Section 1 Section 2 Section 3 Total

2014-15 167.34 61.08 243.30 88.80 2,480.45 905.36 2,891.08 1,055.24
2015-16 175.60 64.27 271.55 99.39 2,739.59 1,002.69 3,186.74 1,166.35
2016-17 202.02 73.74 302.49 110.41 3,023.35 1,103.52 3,527.86 1,287.67
Section 1 Section 2 Section 3 Total

2017-18 212.15 77.43 325.36 118.76 3,328.36 1,214.85 3,865.87 1,411.04
2018-19 242.86 88.64 360.92 131.73 3,675.98 1,341.73 4,279.76 1,562.11
2019-20 265.14 97.04 410.85 150.37 4,070.90 1,489.95 4,746.88 1,737.36
2020-21 298.24 108.86 452.32 165.10 4,474.53 1,633.20 5,225.09 1,907.16
2021-22 324.54 118.46 482.91 176.26 4,932.94 1,800.52 5,740.39 2,095.24
2022-23 364.65 133.10 540.17 197.16 5,429.82 1,981.88 6,334.64 2,312.14
2023-24 384.88 140.87 594.18 217.47 5,983.23 2,189.86 6,962.29 2,548.20
2024-25 427.70 156.11 660.53 241.10 6,611.84 2,413.32 7,700.08 2,810.53
2025-26 476.98 174.10 720.25 262.89 7,308.71 2,667.68 8,505.94 3,104.67
2026-27 530.63 193.68 801.93 292.70 8,059.41 2,941.68 9,391.97 3,428.07
2027-28 584.07 213.77 882.19 322.88 8,871.49 3,246.96 10,337.74 3,783.61
2028-29 648.95 236.87 990.43 361.51 9,807.88 3,579.87 11,447.26 4,178.25
2029-30 711.72 259.78 1,087.83 397.06 10,849.01 3,959.89 12,648.57 4,616.73
2030-31 796.55 290.74 1,191.75 434.99 11,972.20 4,369.85 13,960.50 5,095.58
2031-32 874.40 320.03 1,325.22 485.03 13,216.97 4,837.41 15,416.59 5,642.47
2032-33 975.65 356.11 1,449.31 529.00 14,636.09 5,342.17 17,061.05 6,227.28
2033-34 1,065.28 388.83 1,617.51 590.39 16,164.45 5,900.02 18,847.24 6,879.24
2034-35 1,178.92 430.30 1,763.53 643.69 17,906.70 6,535.94 20,849.15 7,609.93
2035-36 1,311.03 479.84 1,958.54 716.83 19,767.43 7,234.88 23,037.01 8,431.54
2036-37 1,442.76 526.61 2,175.09 793.91 21,835.51 7,969.96 25,453.37 9,290.47
2037-38 1,590.20 580.42 2,407.37 878.69 24,152.93 8,815.82 28,150.50 10,274.93
2038-39 1,772.97 647.13 2,667.92 973.79 26,702.94 9,746.57 31,143.83 11,367.49
2039-40 1,937.92 709.28 2,939.13 1,075.72 29,605.04 10,835.45 34,482.10 12,620.45
2040-41 2,150.17 784.81 3,283.45 1,198.46 32,802.02 11,972.73 38,235.64 13,956.00
2041-42 2,380.85 869.01 3,610.58 1,317.86 36,237.80 13,226.79 42,229.23 15,413.66
2042-43 2,656.88 969.76 4,012.52 1,464.57 40,198.07 14,672.29 46,867.47 17,106.62
2043-44 2,916.69 1,067.51 4,446.49 1,627.42 44,466.56 16,274.76 51,829.75 18,969.69
2044-45 3,231.63 1,179.54 4,938.16 1,802.43 49,343.55 18,010.39 57,513.33 20,992.36
The NPV @ 10%, 12% and 15% for all the four options is also calculated for 30 years and presented at
Table 5.18. This NPV refers to the toll revenue streams only.
Table 6.14: NPV for different discount rates
(Rs in Millions)
NPV 10% 12% 15%
NPV 30,308.39 23,075.82 16,157.01
Chapter 7: Contents
Chapter 7: Contents ....................................................................................................................... 1

7 ACCIDENTS AND ROAD SAFETY .................................................................................... 2
7.1 INTRODUCTION ...................................................................................................................... 2
7.2 SITE VISIT ............................................................................................................................. 2
7.3 ACCIDENT DATA..................................................................................................................... 5
7.4 PROPOSED FACILITIES ........................................................................................................... 6
7.5 CONCLUSIONS ....................................................................................................................... 7
7 ACCIDENTS AND ROAD SAFETY
7.1 INTRODUCTION
Initially, the corridor was widened to a four lane carriageway, with limited safety features included
in the design. Later in the year 2003, a study was commissioned to identify and design Minor
Improvements to National Highways by Span Consultants and Baptie India Jv.
The study identified projects such as crash barriers, improvements to lane markings, signage etc
and the recommendations of this study are under implementation. The project corridor is
proposed for improving to a six laning with access control and enhanced safety.
With this background, the consultants have conducted a safety issue analysis for the project
corridor based on accident information collected from the police department, site analysis etc.
This chapter discusses the identified safety issues, accident data analysis and proposed
measures to address the safety issues.
7.2 SITE VISIT
The consultants have conducted a site visit to identify safety issues and potential safety issues.
Some of these are as below:
Wrong Side Driving

It has been observed that driving on the wrong side is a more prominent and common problem on
the project road. Further to it, driving in the fast lane is more common than using the shoulder
portion. This is a major issue which could result in more severe accidents. The photographs
present some cases of wrong side driving. Such unexpected traffic situations on the road result in
avoidable accidents.
Over Loading
The overloading of vehicles is another problem on the project road and results in the poor visibility
for the traffic. Such overloading is more prominent in case of slow and agricultural vehicles. This
would not only obstruct the visibility but also reduce the lane width available for vehicles
overtaking and affect the level of service on the project road. The photographs below exhibit
some overloaded vehicles observed on the project road.
Uncontrolled accesses
There are many access points on to the project road and there is no control over the traffic
entering the project corridor. Most of the intersections are uncontrolled and those in the urban
areas are controlled through fixed time traffic signals or by police in the peak periods.
The above photographs present some typical intersections on the project corridor. Such
uncontrolled intersections pose a threat to safe movement of traffic on high speed corridors.
These need to be addressed while upgrading the project corridor to a six lane access control
facility.
Pedestrian Interference
There are a number of settlements along the project road. Though the share of pedestrian
involved accidents is low but the interference with traffic is considerable. The following photos
illustrate the pedestrian interference with fast motorised traffic. Such interference will also affect
the smooth flow of traffic and may some times lead to accidents often fatal. Though there are
pedestrian over bridges at few locations, these are not being used and have now become a rest
place or restroom.
Head Light Glare

There is no provision made to counter/ address the head light glare. This problem is more
pronounced in the night time. Even in cases where a 5m median exists, due to the absence of
shrubs or anti glare screen in the median, the visibility is affected. Only at few places in urban
areas median railings are provided for short lengths.
Other Issues
The road is much less safe currently than it should be for the following reasons:
There is no access control [except where some frontage roads are provided, generally in
towns] the road has far too many access points [so you can and do drive straight into a
high speed road.
The road mixes short distance [very local including animals herded on the road in more
rural areas] and long distance traffic so there are many movements [entering the road, U
1
turning in the medians, driving the wrong way down the road , grazing in the median]
which are incompatible with the high speed long distance facility this road is supposed to
provide.
The main junctions [mostly at grade] have poor advance signing, and should be grade
separated.
1
For instance having bullock carts walk down the fast lane [for a few km] at night in the wrong direction into
incoming traffic happens frequently, as does pedestrians crossing the road at night in dark areas drivers
have to be alert on this road [if not they will hit something].
Little thought has been given in villages and towns crossed as to how the local population
crosses the main National Highway [other than by praying first then running very quickly].
There is no existing highway traffic management system.
Guardrail [and barriers at approach to some bridges] is lacking in places, and hanging
loose in others.
7.3 ACCIDENT DATA
The consultants are in the process of collecting the accident information for the project corridor.
However, accident data was made available for part of the corridor. This data has been analysed
to assess the accident trends, major causes for accidents, accident types for majority of accidents
etc. Though this part data could not provide on the magnitude of accidents on the corridor, but
this can definitely provide some vital information on the safety issues. Following paragraphs
present the results of accident analysis.
The accident data collected for part

of the corridor does not show any Figure 7.1: Distribution of Accidents by Severity
80
growth in accidents in the last 3 to 4 70
years. This is the period after Fatal Major Minor
60
commissioning the four lane corridor
% to Total
50
for traffic. However some variations 40
have been observed in the share of 30
major and minor accidents. 20
10
The Figure 7.1 presents the 0
distribution of accidents by severity. 2003 2004
Year
2005 2006
It can be seen from the figure that

there has been apparent drop in share of fatal accidents while the share of major accidents has
shown steady increase between
2004 and 2006.
35
30
Among the locations intersections 2003 2004
25
and village areas account for more 2005 2006
20
%
than 90 % of accidents with 15

intersection taking the lead among 10
the two. Surprisingly, head on 5
collisions are the highest among all 0

om nd
ea n
eh t
al
er
de ide
types of accidents followed by rear

n
g
cd ile
O
ip
ia
je
m
in
th
E
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w
S
d
tr
n
ni
O
r
ea
es
r
S
end and hit from side swipe (Figure

u
H dV
H
pa ed
R
it
r
ve
fr
H
ix
Si
Pe
e
it
7.2). These are the types that can

rk
F
H
it
it
H
it
be minimised through proper

H
planning and design of access Figure 7.2: Distribution by Accident Type

to/from cross roads
Over speeding is the major cause of accident with more than 90 percent share in the total and the
balance are vehicle getting out of control of the driver.
The data when analysed for type and location of accident revealed that about 30% of head on
collisions taking place in village areas and in curves and the rest at intersections which a major
issue is considering the existence
of divided carriageway. This clearly Intersection Curve
120
shows and supports the wrong Village Bridge
100 Others
side driving issue discussed earlier
80
in this chapter. Another issue that
%
60
is visible is the parking at the 40
intersection which calls for 20
enforcement and education. All the 0
accidents of hitting parked vehicles
le
de
n
n
t
d
er
ec
ip
in
ia
O
En
ci
th
Si
happened to be at intersection
tr
bj
Sw
eh
d
O
ur
es
r
ea
pa d O
m
ea
V
rt
de
cd
ro
H
ed
ve
(Figure 7.3).
xe
f
Si
Pe
it
rk
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Fi
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it
H
7.4 PROPOSED FACILITIES
Figure 7.3: Distribution by Accident Type
The proposed improvement to the project corridor includes following facilities:

Widening to Six Lane Facility from existing four lane
Provision of Service roads for local traffic and as access road
Provision of grade separation
Provision of pedestrian underpasses
Highway Traffic Management System
Improved Median treatment
Highway Patrol
General Traffic Management
Variable Message Signs
Incident Management System
Traffic Enforcement
In order for these facilities to bring an improvement the following principles should be followed:
A proper access control system should be put in place. This includes an access system
(service roads providing access to the abutting properties and possibly to the local traffic,
safe and comfortable grade separated crossings for motorised as well as non motorised
users, ramps and interchanges) and as a general principle features preventing access
(fences, curbs and barriers,).
A treatment of the median in order to prevent front collision and wrong side driving as well
as limit head light glare
A proper signage in order to deliver adequate information to the user. This should
encompass the direction signs, as well as their coordination with markings. Markings
should be treated with sufficient care and maintained with a high level of performance as
they contribute significantly to improved traffic safety.
An adequate geometry on ramps with adequate design speeds. Essential features like
acceleration / deceleration / shelter / storage lanes, pedestrian / cattle / vehicular
underpasses and their approaches, bus bays / bus stops and truck laybys; Proper turning
radii at the entry / exit of vehicular underpasses; Service road (minimum 5.5m width)
considered essential for circulation, merging and diverging of local traffic.
7.5 CONCLUSIONS
The general objectives are for the Concession Company to make the main NH5 road [and the
service roads] as safe as possible for all users.
The Concession Company shall follow [and shall also show it has followed] all relevant Indian
publications on road safety, especially The Manual for Safety in Road Design (A guide for
Highway Engineers) prepared in September 1998 for MOST.
A formalised safety audit procedure must be followed [to optimise the safety process, and ensure
safety is properly and formally considered] by the Concession Company during the detailed
design [and during the Construction and post construction periods].
Chapter 8: Contents
8. PUBLIC UTILITIES ................................................................................................................... 2
8.1 EXISTING UTILITIES ..................................................................................................................................2

8.1.1 Electricity Lines ..................................................................................................................................2
8.1.2 Other Utilities ......................................................................................................................................3
8.1.3 Water Supply ....................................................................................................................................11
8.1.4 Fibre Optic Cable ............................................................................................................................. 11
8.2 IMPACT....................................................................................................................................................12
8. PUBLIC UTILITIES
8.1 EXISTING UTILITIES

Almost all kinds of utility services that can be located along roads are present in the entire project
road stretch including crossings. These services were mostly re-located in the recent 4-laning civil
works contracts, however are still present in roadway itself. Some services are just located at the
edge of the shoulder and some at the toe. Ducts in median are also found in a few locations.
8.1.1 Electricity Lines

Electric Lines: The electric lines in some location are located on the edge of the right of way.
Generally these electric lines are present all along the project road on either side within 20/25 m from
the median centreline. There are also some underground electric services found in urban areas. A
few pylons are located in the island at major junctions and few just on the embankment and just out
side the right of way (potentially impacted in 6-laning). There are about 4 numbers of pylons to be
shifted for widening the road to 6 lanes.
The length of the electric services present are summarised in the following table.
Length of service present (km)

S. No Road Section
LHS RHS
1 Vijayawada Bypass 71 (Nos) 70 (Nos)
2 Hanuman Junction Bypass 43 (Nos) 45 (Nos)
3 Eluru Bypass (17.4 km) - 3.5
4 Eluru-Gundlagolanu (12.4 km) 1.4 1.2
8.1.2 Other Utilities
Vijayawada Bypass:
The electric poles are very close at some locations and generally located on the edge of the right of
way. The electric line crosses the project highway at about 10 locations. The chainages and offset
distances from centre line are given in below table.
The Chainages and Offset distance form Centre Line
LHS RHS
Offset from Min. Shift Offset from Min. Shift

PCL Chainage PCL (m) Reqd. (m) PCL (m) Reqd. (m)
0+050 15.337 23.663
0+135 22.186 16.814
0+175 20.589 18.411
0+275 7.108 31.892
0+365 27.124 11.876
0+640 12.806 26.194
0+690 23.193 15.807
0+780 16.801 22.199
0+795 25.356 13.644
0+795 5.959 33.041
0+795 32.987 6.013
0+795 13.463 25.537
1+240 25.512 13.488
1+260 25.621 13.379
1+815 5.231 33.769
1+815 15.516 23.484
1+820 17.664 21.336
1+855 35.654 3.346
2+465 14.558 24.442
2+500 27.931 11.069
2+500 34.944 4.056
2+510 28.374 10.626
2+510 30.075 8.925
LHS RHS

2+525 26.037 12.963
2+535 30.351 8.649
2+725 16.469 22.531
3+960 5.374 33.626
5+670 14.094 24.906
7+930 28.342 10.658
7+960 7.568 31.432
7+980 28.509 10.491
7+990 16.828 22.172
8+040 9.235 29.765
8+220 26.124 12.876
11+570 4.648 34.352
12+325 20.591 18.409
12+350 8.375 30.625
12+375 34.124 4.876
12+395 3.782 35.218
12+600 6.87 32.13
12+615 33.24 5.76
12+765 17.256 21.744
12+780 8.125 30.875
12+850 35.407 3.593
12+890 31.748 7.252
12+930 31.935 7.065
12+970 31.298 7.702
13+095 37.642 1.358
12+975 35.875 3.125
13+140 33.734 5.266
13+180 29.394 9.606
13+230 10.497 28.503
13+280 4.451 34.549
13+310 12.768 26.232
13+340 22.861 16.139
13+375 30.937 8.063
13+490 16.35 22.65
13+490 15.037 23.963
13+500 32.632 6.368
13+500 37.533 1.467
13+540 32.832 6.168
13+540 0.579 38.421
13+575 8.32 30.68
LHS RHS

13+575 29.356 9.644
13+590 31.461 7.539
13+590 34.831 4.169
13+630 35.78 3.22
13+650 9.302 29.698
13+660 36.401 2.599
13+645 26.048 12.952
13+690 5.421 33.579
13+680 37.823 1.177
13+705 3.681 35.319
13+725 38.012 0.988
13+725 18.243 20.757
13+750 28.111 10.889
13+880 31.084 7.916
13+910 22.738 16.262
14+000 32.182 6.818
14+025 18.611 20.389
14+140 24.74 14.26
14+275 6.569 32.431
14+575 7.86 31.14
17+345 13.963 25.037
17+345 34.513 4.487
17+830 36.475 2.525
18+705 38.22 0.78
18+720 23.935 15.065
18+720 12.178 26.822
18+760 21.263 17.737
18+760 17.633 21.367
19+720 25.732 13.268
19+720 24.277 14.723
19+780 27.869 11.131
20+580 8.682 30.318
20+595 8.092 30.908
24+700 14.174 24.826
25+570 9.188 29.812
25+570 33.167 5.833
26+550 10.483 28.517
26+575 22.074 16.926
30+210 12.721 26.279
30+220 19.375 19.625
LHS RHS

30+280 18.315 20.685
30+280 23.409 15.591
30+565 3.728 35.272
31+180 12.908 26.092
31+180 13.422 25.578
31+190 16.007 22.993
31+210 34.124 4.876
33+620 27.243 11.757
33+640 9.249 29.751
33+940 24.655 14.345
33+985 5.703 33.297
34+030 30.878 8.122
35+690 30.563 8.437
35+700 26.332 12.668
36+685 3.853 35.147
36+720 4.306 34.694
39+775 19.057 19.943
43+295 35.293 3.707
43+365 1.796 37.204
43+400 19.072 19.928
45+820 29.589 9.411
45+855 38.023 0.977
46+870 35.995 3.005
46+870 26.535 12.465
46+870 18.296 20.704
47+110 33.659 5.341
47+130 25.471 13.529
47+520 24.921 14.079
47+595 35.446 3.554
47+620 28.175 10.825
47+690 17.667 21.333
47+695 37.334 1.666
47+705 18.54 20.46
47+720 25.319 13.681
47+725 14.96 24.04
47+740 15.666 23.334
47+760 15.79 23.21
47+795 15.955 23.045
HT Pylons & HT Lines
The HT Pylons are very close at some locations and generally located on the edge of the right of
way. The chainages and offset distances from centre line are given in below table.
The Chainages and Offset distance form Centre Line
PCL Offset from Min. Shift

Side of CL Utility Description
Chainage PCL (m) Reqd. (m)
HT line ( Vertical clearance
17+350 Crossing
need to be raised)
17+350 36.238 2.762 Right Pylon
19+200 Crossing
need to be raised)
20+090 Crossing
need to be raised)
22+775 Crossing
need to be raised)
22+850 Crossing
need to be raised)
23+120 Crossing
need to be raised)
23+750 Crossing
need to be raised)
24+360 Crossing
need to be raised)
24+675 Crossing
need to be raised)
30+250 Crossing
need to be raised)
32+550 Crossing
need to be raised)
32+980 Crossing
need to be raised)
36+550 Crossing
need to be raised)
Telephone poles & Pylon & HT Lines
The chainages and offset distances from centre line are given in below table.
Chainages and Offset distance of TP form Centre Line
LHS RHS
PCL
Chainage
PCL (m) Reqd. (m) PCL (m) Reqd. (m)
18+730 25.243 13.757
18+770 27.261 11.739
20+580 16.562 22.438
20+595 30.849 8.151
OFC
The chainages and offset distances of OFC from centre line are given in below table.
Chainages and Offset distance of TPOFCform Centre Line
LHS RHS
PCL Offset from Min. Shift Offset from Min. Shift
Chainage PCL (m) Reqd. (m) PCL (m) Reqd. (m)
47+790 12.23 26.77
Hanuman Junction Bypass:

The electric poles are very close at some locations and generally located on the edge of the right of
way. The electric line crosses the project highway at about 10 locations. The chainages and offset
distances from centre line are given in below table.
Chainages and Offset distance form Centre Line
LHS RHS
PCL
Offset Offset
Chainage Min. Shift Min. Shift
from PCL from PCL
Reqd. (m) Reqd. (m)
(m) (m)
0+080 23.103 15.897

0+086 16.45 22.55
0+105 19.0842 19.9158
0+165 23.11 15.89
0+175 27.52 11.48
0+240 25.95 13.05
0+295 8.328 30.672
0+365 10.402 28.598
0+415 23.389 15.611
0+410 17.016 21.984
0+750 24.111 14.889
0+780 7.457 31.543
1+50 30.318 8.682
1+70 16.167 22.833
1+85 4.3932 34.6068
1+830 13.508 25.492
1+870 8 31
1+950 30.634 8.366
1+955 18.761 20.239
2+025 16.9809 22.0191
2+160 7.29 31.71
2+580 17.37 21.63
LHS RHS
PCL
Offset Offset
from PCL from PCL
Reqd. (m) Reqd. (m)
(m) (m)
2+650 10.05 28.95

2+775 5.054 33.946
2+795 17.948 21.052
2+840 19.8171 19.1829
2+860 33.785 5.215
2+980 27.153 11.847
2+980 21.643 17.357
3+005 24.4041 14.5959
3+005 5.387 33.613
3+010 35.471 3.529
3+010 13.0998 25.9002
3+011 15.0998 23.9002
3+060 7.951 31.049
3+725 3.816 35.184
3+730 21.747 17.253
3+740 7.622 31.378
3+740 32.575 6.425
4+215 22.797 16.203
4+240 1.641 37.359
4+2620 26.315 12.685
4+265 12.46 26.54
4+310 3.278 35.722
4+335 10.126 28.874
4+340 26.924 12.076
4+360 6.539 32.461
4+420 17.793 21.207
4+420 4.646 34.354
4+425 12.811 26.189
4+425 13.1 25.9
4+450 21.0134 17.9866
4+480 16.632 22.368
4+480 2.263 36.737
4+500 35.2854 3.7146
4+500 17.674 21.326
4+530 24.834 14.166
4+540 28.095 10.905
4+545 14.354 24.646
4+545 11.229 27.771
LHS RHS
PCL
Offset Offset
from PCL from PCL
Reqd. (m) Reqd. (m)
(m) (m)
4+635 29.968 9.032

5+060 33.305 5.695
5+065 0.137 38.863
5+300 14.201 24.799
5+740 22.3 16.7
5+770 14.76 24.24
5+820 10.22 28.78
5+975 36.074 2.926
6+020 30.276 8.724
6+035 14.068 24.932
6+040 4.078 34.922
6+070 8.782 30.218
6+080 8.636 30.364
6+185 32.817 6.183
6+235 10.85 28.15
6+240 18.605 20.395
6+285 20.284 18.716
6+290 13.639 25.361
6+365 13.735 25.265
6+370 13.713 25.287
6+375 0.233 38.767
6+395 35.1423 3.8577
6+535 17.515 21.485
6+595 19.518 19.482
6+630 21.402 17.598
6+630 26.053 12.947
6+640 21.396 17.604
6+640 29.043 9.957
Pylons & HT Lines

The HT Pylons are very close at some locations and generally located on the edge of the right of
way. The chainages and offset distances from centre line are given in below table.
Chainages and Offset distance form Centre Line
PCL Offset from Min. Shift

Side of CL Utility Description
Chainage PCL (m) Reqd. (m)
4+000 Crossing HT line ( Vertical clearance need to be raised)
4+065 17.0404 21.9596 LHS Pylon
6+270 34.646 4.354 LHS Pylon
Telephone poles
The chainages and offset distances from centre line are given in below table.
LHS RHS
PCL
Chainage Offset from Min. Shift Offset from Min. Shift
2+300 34.787 4.213
2+780 21.803 17.197
2+800 26.6615 12.3385
OFCs
The chainages and offset distances of OFC from centre line are given in below table.
LHS RHS
PCL
Chainage Offset from Min.Shift Offset from Min. Shift
0+085 13 26
0+175 27.2 11.8
0+180 13.19 25.81
0+325 6.308 32.692
0+350 10.434 28.566
1+40 35.453 3.547
8.1.3 Water Supply

Water Supply: There are a few water supply pipe lines present along the project road, mainly in
habituated areas. In non-urban areas the presences of water supply pipelines is very minimal or
almost does not exist. However there are a number other water supply sources like tube wells, hand
pumps and open wells present all along the project road within the road way width.
8.1.4 Fibre Optic Cable

Fibre Optic Cable: Fibre Optic Cable is present all along the project road on either side. In the recent
4-laning civil works a number of ducts were provided to shift these cables. The ducts provided in the
initial 80 km of the road section are summarised in the following table.
No. of Capacity /
Name of the Operator Road Section From Km To Km
Ducts laid Specifications
Vijayawada-Gundugolanu section
DoT Eluru Bypass Km 1042+280 1 OFC
M/s. Tata Tele Services Ltd. 1076+480 1061+080 2 HDPE Pipes
No. of Capacity /
Name of the Operator Road Section From Km To Km
Ducts laid Specifications
M/s. Tata Tele Services Ltd. 1056+080 1037+080 2 HDPE Pipes
Vijayawada- 40mm dia HDPE
M/s. Wetware Infosys Ltd. 1076+480 1061+080 6
Gundugolanu ducts
Vijayawada- 40mm dia HDPE
M/s. Wetware Infosys Ltd. 1056+080 1024+080 6
Gundugolanu ducts
Besides these ducts the Fibre Optic Cable also present buried in the ground in the road way width.
8.2 IMPACT
An important part of the later detailed design will be to fully determine impacts and design, in
conjunction with utility companies, the diversions or strengthening or crossing (via pipe crossings to
be provided under the roadworks contract) locations and works. It is also very important to note that
in urban road projects service relocations are an important part of the preplanning, both on the
actual work [definition and phasing] and especially on the material procurement side, as in simplistic
terms one cannot relocate power lines, telephone lines and waterlines without at least a reasonable
amount of cable, pipes and fittings already in stock and immediately available.
Some installation of cross-ducting at standard intervals in urban and rural areas [for possible future
utility use] will also be necessary.
It should be noted that there may be additional land requirements identified in the final design as the
available ROW is insufficient to accommodate the moving of utility services and the tree planting
proposals.
Chapter 9: Contents
9. HYDROLOGY, DRAINAGE AND CANALS ............................................................................. 2
9.1 HYDROLOGY................................................................................................................................ 2
9.2 SURFACE DRAINAGE ................................................................................................................... 3
9.3 COLLECTION OF DATA (FOR VIJAYAWADA & HANUMAN JUNCTION BYPASS) .................................. 3
9.3.1 Return Period and Rainfall.................................................................................................... 3
9.3.2 Cross-Sections and Longitudinal Section at Bridges ........................................................... 4
9.4 HYDROLOGY AND HYDRAULICS OF THE CROSS-DRAINAGE STRUCTURES ....................................... 4

9.4.1 Assessment of Maximum Flood Level (MFL) ....................................................................... 4
9.4.2 Assessment of Peak Discharge for streams......................................................................... 4
9.4.3 Hydraulic Analysis for Design HFL ....................................................................................... 5
9.4.4 Afflux Calculation .................................................................................................................. 5
9.5 SUMMARY OF HYDROLOGICAL STUDIES ........................................................................................ 6

9.5.1 River crossing - Hydrological Study ...................................................................................... 6
9.5.2 Stream crossings - Hydrological Study.................................................................................. 7
9.6 SURFACE DRAINAGE .................................................................................................................... 7
9.7 HIGH EMBANKMENT DRAINAGE .................................................................................................... 8
9. HYDROLOGY, DRAINAGE AND CANALS
9.1 HYDROLOGY
Hydrology is one of the important aspects for design of bridge structures across streams. The main
objective is to determine the anticipated floods and other parameters such as design discharge, flow
velocity, HFL, scour depth, etc. The bridge structure should be designed such that it can pass the
anticipated floods without endangering the structure. The hydrological and hydraulic studies have
been carried out in accordance with IRC Special Publication No. 13-2004 (Guidelines for the Design
of Small Bridges and Culverts) and IRC: 5-1998 (Standard Specifications & Code of Practice for
Road Bridges, Section I General Feature of Design).
A long list of structures [mostly for drainage, canal crossings, rivers etc.] is given in Chapter 13,
section 13.2. Additionally quite a lot of smaller size crossing pipe and slab culverts exist.
The project influence area covered by the project road receives low to medium rainfall. The terrain is
generally plain. The soil is predominantly black cotton and clayey soils.
There is one major river (Krishna, tributaries of River Krishna, each crossed by long structures) and
many streams and canals are crossed by the project road.
There are a number of canals running parallel to the road and at right angles to these streams. At
some locations the streams terminate in the canals which obstruct the free flow of flood waters. This
arrangement leads to heading up of water and flooding on the up stream side.
The length of the structures present across these major rivers is presented in the following table.
Table 9.1 Lengths of Major Bridges Crossing Rivers

Chainage River Crossing Length of the structure
Km 15+970 Krishna 3144m
It was noticed [during our recent inspections] most if not all of the smaller pipe culverts are blocked,
and this obviously may cause local problems in the wet season. These culverts must be cleaned out
and kept clean as necessary..
The widening of the road [to 6 Lanes] plus the addition of service roads will require more [and larger
capacity] longitudinal drainage. This must be included by the Concession Company in their detail
designs.
There are canals and irrigation channels running in close proximity to NH5 at a number of locations.
The details of canals running parallel along the project road in Vijayawada-Gundanagolu section are
given in the following table.
Table 9.2: Existing Canal Details

LHS RHS
Offset
Offset
From km To km Remark From km To km from Remark
from CL
CL
Irrigation
1034+080 1022+880 15-20 m 1033+380 1022+480 13-30 m Major Canal
Channel
Total length 11.2 km Total length 10.9 km
9.2 SURFACE DRAINAGE

Proper and adequate drainage of a road is very important for preventing damage to pavement
structure and for its efficient functioning. The main elements which contribute for drainage of the road
are:
i) Cross drainage
ii) Roadway including pavement surface drainage and
iii) Drainage at superelevated section.
There exist cross-drainage culverts and bridges on the existing road network. The adequacy of the
existing waterway has been examined in detail in respect of the existing road sections. However it
may be stated here that for the culverts having, inter-alia, inadequate waterway width it is proposed
that the Concession Company must examine in detail the all problems and propose new ones with
adequate waterway, vertical clearance and width suiting to the 6-lane facility.
The road surface drainage is achieved by providing appropriate cross fall/camber leading to
longitudinal drains with proper outfall. Earthen longitudinal drains at isolated locations are present on
both sides at the end of ROW and have adequate section to cater to the requirements for efficient
drainage and suitably connected to proper outfall in the streams. However in the widening these
drains have to be re-built with proper outfalls. The lined drains are provided in the built-up areas
having a width varying from 1.2 to 2m and a depth of 1m covered with concrete blocks. Generally all
concrete drains in the project road are in good condition. Further widening of road will required the
shifting of these concrete drains to the extreme edge of the new carriage way.
9.3 COLLECTION OF DATA (FOR VIJAYAWADA & HANUMAN JUNCTION BYPASS)
There is one major (Krishna) river crossing and 10 stream crossings on this bypass alignment.
Accordingly the data needed for both the structures was collected from field observations, surveys
and statistics (from concerned govt. dept), topo-sheets etc. The alignment is crossing the river
Krishna at approximately 5.8Km upstream of the Prakasam barrage. As per the norms of NHAI past
50 years maximum flood data was collected and it is observed that the flood that was observed in
October, 2009 is the maximum in the past 50 years. So, that flood was considered as the design
flood for fixing the MFL for the present river crossing. The catchment area of the streams is
calculated from the Topo-sheets available on a scale of 1:50000 and 1:250000. Basing on the
catchment area obtained, using various methods the maximum discharge is calculated.
9.3.1 Return Period and Rainfall
As per IRC: 5 1998 (Standard Specifications and Code of Practice for Road Bridges, Section 1,
General Features of Design) the bridge is to be designed for a period of not less than 50 years. A
flood of this specified return period should pass easily through the structure, while an extraordinary
and rare flood may pass without doing excessive damage to the structure or the road.
The 50-year, 24-hour rainfall for the zone under consideration is 240mm. (Ref: Flood Estimation
Report for Eastern Coast Region (upper, lower & south), sub-zone 4 (a, b & c)), published by the
CWC). Catchment areas are marked on Topographic maps from Survey of India of 1:50,000 and
1:2, 50,000 scales.
9.3.2 Cross-Sections and Longitudinal Section at Bridges
For the calculation of discharge of the river and streams by Area-Velocity method, topographical
survey including leveling surveys were carried out across and along the watercourses to determine
the cross-section and the slope. A number of cross-sections have been taken at regular intervals on
both upstream and downstream side of the structure, including one at the proposed location of the
structure in accordance with IRC specifications.
The following assumptions are made during peak discharge calculation:

For locations where water spreads over the banks, the cross-sections shall be extended up
to the HFL, in order to calculate the effective cross-section of flow.
The longitudinal section, to determine the bed slope, shall be taken at an approximate
regular interval following the channel course extending on both upstream and downstream
sides of the structure. Caution shall be exercised by following the curved flow line for
longitudinal gradient, rather than a straight line.
9.4 HYDROLOGY AND HYDRAULICS OF THE CROSS-DRAINAGE STRUCTURES
9.4.1 Assessment of Maximum Flood Level (MFL)
Basing on the past records of the floods observed at barrage, the design flood (maximum flood) will
be decided and basing on the MFL observed at the barrage, approximate water level at the required
location will be estimated. If the location of the river crossing is within the impounded water zone the
same level observed at the barrage with some velocity head due to the inflow will be taken as the
MFL. If it is out of the impounded water zone, the flow depth for that particular discharge will be taken
as the MFL at the required location. Thereafter afflux will be calculated and the final MFL will be
fixed.
9.4.2 Assessment of Peak Discharge for streams
The peak discharge and the HFL shall be calculated by following methods
Area velocity method
Empirical methods
Area Velocity Method (Mannings Formula)
Q=AxV
2/3 1/2
= A x [(1/n) x (R) x (S) ]
Where
Q = the discharge in cumecs;

A = Area of the cross section in sq. m.;
V = Velocity in m/sec;
R = Hydraulic mean depth in m. = A / P;
P = Wetted perimeter of the stream in m.;
S = Bed slope of the stream; and
n = Rugosity Co-efficient.
Empirical Methods
Dickens Formula which is as under as per IRC SP-13.

3/4
Q=CM
Where
Q = Peak run-off in m/sec

M = Catchment area in sq.km.
C = Coefficient of run-off, depends upon annual rainfall
The catchment area M can be determined from the toposheets or contours generated, Coefficient of
run-off C can be determined from IRC SP-13 depending upon the intensity of rainfall. This formula
gives a simplified approach and results are approximate. Comparison should also be made with
alternative methods for important structures.
Ryve's formula which is as under as per IRC SP-13.
2/3
Q = CM
Where
Q = Peak run-off in m/sec

M = Catchment area in sq.km.
C = Coefficient of run-off, depends upon annual rainfall
The catchment area M can be determined from the topo-sheets or contours generated, Coefficient of
run-off C can be determined from IRC SP-13 depending upon the intensity of rainfall. This formula
gives a simplified approach and results are approximate. Comparison should also be made with
alternative methods for important structures.
9.4.3 Hydraulic Analysis for Design HFL
In hydraulic analysis, the Design HFL shall be calculated corresponding to the Design Discharge by
Mannings Equation at the bridge site, as described above.
9.4.4 Afflux Calculation
When the waterway area of the opening of a bridge is less than the unobstructed natural waterway
area of the stream, i.e. when bridge contracts the stream, afflux occurs. The afflux will be calculated
using Molesworth formula as given below: -

( A / a)2 1
V2
h
17.88 0.015
Where,
h = afflux in meters
V = average velocity of water in the river prior to construction in m/sec
A = Unobstructed sectional area of the river at proposed site in sq.m.
a = Constricted area of the river at the bridge in sq.m.
9.5 SUMMARY OF HYDROLOGICAL STUDIES
The hydrological studies mainly comprise of two components namely the river crossing calculations
and the stream crossing calculations.
9.5.1 River crossing - Hydrological Study
As mentioned earlier, the maximum flood is observed on Oct 2009. But as per the records there is
another similar flood that was observed in 1903 for which higher MFL (approx. 2 ft more than 2009
flood level) was recorded. Since the difference is not much we have considered 1903 flood levels to
be on the safer side. Basing on the calculations it is observed that the river crossing is coming into
the impounded water zone. Calculations are given below.
Maximum Flood Level Calculations
C/S Area for the design flow 12125.22845 sq.m
wetted Perimeter for the design flow 2627.65757 m
Slope (1 in ) based on the contours 933.023
Manning's "n" for natural earthen sections 0.035
Hydraulic Radius 4.614462928 m
Velocity at the river crossing 2.592586299 m/s
Discharge carrying capacity 31435.70114 Cum/sec
1110142 Cu.ft /sec
Design Discharge (discharge observed in Oct 2009) 1110104 Cu.ft /sec
Water level for the design max flow
Bed level observed at a specific point (selected at random in the
19.590 m
C/S)
Max water level for the flood discharge at the point 1.057 m
MFL due to the flow alone (not in the impounded water zone) 20.647 m
2
Velocity head (V /2g) 0.343 m
Probable max afflux due to the collision between the still water and
0.350 m
flowing water
MFL @ barrage 21.500 m
So Max of the two is of the impounded water level i.e 21.500 m
Adding the velocity head to it i.e. afflux due to the collision
21.850 m
between the impounded water and flowing water
Basing on the above calculations, the MFL at the river crossing is fixed. Basing on this the structure
will be designed.
9.5.2 Stream crossings - Hydrological Study
In present case Discharge is calculated by Area Velocity Method and Empirical Methods also.
Maximum of the discharge obtained by these methods is taken as Design Discharge. HFL is fixed to
match this Design Discharge with given cross section of the stream. Average depth of stream from
given cross section is considered and Vent-way is provided to cater this Design Discharge.
The calculations are given below in table for a brief glance.
SUMMARY OF BRIDGES
Design Average Design Design

Design Catchment Affluxed
S.No. Discharge Velocity, Ventway Depth
Chainage Area (km2) HFL (m)
(cumecs) (m/sec) (m) (m)
Vijayawada Bypass
1 3+360 0.000 29.624 27.500 1.159 30.000 0.919
2 8+210 99.015 345.278 21.381 2.524 36.000 3.886
3 21+240 22.650 194.347 21.900 2.270 20.000 4.376
4 23+350 14.575 82.054 18.961 2.203 25.000 1.553
5 30+565 2.163 19.619 20.660 2.013 10.000 1.036
6 33+250 2.073 19.006 19.268 1.562 15.000 0.924
7 34+250 0.000 19.307 21.000 1.648 10.000 1.367
8 36+500 0.659 8.046 21.887 1.017 12.000 0.800
9 40+900 3.230 26.503 22.195 2.096 10.000 1.539
10 43+250 40.323 196.117 21.915 2.502 50.000 1.628
11 5+391 10.000 78.728 100.625 1.883 32.000 2.522
NOTE:
Catchment Area is considered 0 sq km since topo sheets received from GSI contains no stream at
that particular chainage.
9.6 SURFACE DRAINAGE
Proper and adequate drainage of a road is very important for preventing damage to pavement
structure and for its efficient functioning. The main elements which contribute for drainage of the road
are:
i) Cross drainage
ii) Roadway including pavement surface drainage and
iii) Drainage at super elevated section.
The road surface drainage is achieved by providing appropriate cross fall/camber leading to
longitudinal drains with proper outfall. Earthen longitudinal drains at isolated locations are present on
both sides at the end of ROW and have adequate section to cater to the requirements for efficient
drainage and suitably connected to proper outfall in the streams.
9.7 HIGH EMBANKMENT DRAINAGE
High embankment drainage particularly on high embankment approaches to bridges and road over
bridges have problems of erosion of embankment, side slopes and surface drainage in view of steep
longitudinal gradients on the approaches and roadway cross fall towards the embankment slopes.
This problem is proposed to be tackled by providing kerb and channel longitudinal drains at the end
of the paved shoulder and chutes at suitable intervals along the embankment. Embankment slopes
are proposed to be pitched as necessary to prevent rain cuts and erosion.
Assessment of Design Traffic in terms of MSA
Homogeneous section (Vijayawada-Gundugilanu)
Design ESA
Commercial Vehicles Bothway (Vehicles/day)
in Million
Year
2-Axle 3-Axle
Truck Truck
VDF values 0.62 0.62 2.43 6.46 18.13
2010 1,167 568 1,667 2,521 377 6300 3.87

2011 1,225 596 1,750 2,647 396 6614 4.06
2012 1,286 626 1,838 2,779 416 6945 4.26
2013 1,350 657 1,930 2,918 437 7292 2.28
2014 1,418 690 2,027 3,064 459 7658 1.94
2015 1,489 725 2,128 3,217 482 8041 3.95
2016 1,563 761 2,234 3,378 506 8442 4.15
2017 1,641 799 2,346 3,547 531 8864 4.35
2018 1,723 839 2,463 3,724 558 9307 4.57
2019 1,809 881 2,586 3,910 586 9772 4.80
2020 1899 925 2715 4106 615 10260 5.04
2021 1,994 971 2,851 4,311 646 10773 5.29
2022 2,094 1,020 2,994 4,527 678 11313 5.56
2,023 2199 1071 3144 4753 712 11879 5.83
2024 2,309 1,125 3,301 4,991 748 12474.00 6.13
2025 2,424 1,181 3,466 5,241 785 13097 6.43
2026 2,545 1,240 3,639 5,503 824 13751 6.75
2027 2,672 1,302 3,821 5,778 865 14438 7.09
2028 2,806 1,367 4,012 6,067 908 15160 7.45
2029 2,946 1,435 4,213 6,370 953 15917 7.82
2030 3,093 1,507 4,424 6,689 1,001 16714 8.21
2031 3,248 1,582 4,645 7,023 1,051 17549 8.62
2032 3,410 1,661 4,877 7,374 1,104 18426 9.05
2,033 3581 1744 5121 7743 1159 19348 9.50
ms of MSA
ndugilanu)
Cumulative Design MSA
Old New Remarks

pavement Pavement
(2012-2034) (2015 -2034)
Awarding &FC
4.06
Construction
8.32
period of 3yrs
10.60
12.54 1.94
16.49 5.89
20.64 10.0
24.99 14.4
29.56 19.0
34.36 23.8
39.40 28.8
44.70 34.1
50.25 39.7
56.09 45.5
6-lane facility
62.21 51.61
68.65 58.0
75.40 64.8
82.49 71.9
89.94 79.33
97.75 87.15
105.96 95.36
114.58 103.98
123.63 113.03
133.13 122.53

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Feasibility Study for 6 Laning of NH-5, Reports code PAGE REV.

Chapter Description Page

0 EXECUTIVE SUMMARY ...................................................................................................... 0-1

0.1 INTRODUCTION ......................................................................................................................... 0-1

0.3 TRAFFIC SURVEYS AND ANALYSIS ..................................................................................... 0-6

0.4 TOLL STRATEGY ...................................................................................................................... 0-9

0.5 ACCIDENTS AND SAFETY .................................................................................................... 0-10

0.6 PUBLIC UTILITIES ................................................................................................................... 0-11

0.7 HYDROLOGY AND DRAINAGE ............................................................................................. 0-12

0.8 DESIGN STANDARDS ............................................................................................................ 0-13

0.9 PAVEMENT, SOILS AND MATERIALS INVESTIGATIONS ................................................ 0-13

0.10 AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS ................................ 0-14

0.11 STRUCTURES .......................................................................................................................... 0-15

0.11.2 General Condition of Bridges / underpasses / ROBs .......................................................... 0-16

0.12 FACILITIES AND SERVICES TO THE USER ....................................................................... 0-17

0.13 THE SCHEME DESCRIPTION AND COST ........................................................................... 0-18

0.14 MAINTENANCE ........................................................................................................................ 0-18

Chapter Description Page

TABLE 0.1: CHAINAGE EQUATIONS ........................................................................................................ 0-5

Subsequently consultants were instructed to carryout feasibility study for providing

0.1.2 Contract Objectives

Enhanced operational efficiency of the highway.

Fulfillment of the access needs of the local population.

0.1.3 Inception Report

Reporting on start of the consulting services (information retrieved, mobilisation)

0.1.4 Draft Feasibility Study Report

0.1.5 Final Feasibility Study Report

0.1.6 Recent NHAI Initiative

0.2 RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS

0.2.1 Relevant documents

Table 0.1: Chainage Equations

Hanuman Junction section), Km 0+000 to Km 6+720 (Hanuman Junction Bypass), Km

0.2.2 Existing Situation on NH-5

0.2.3 Recent history

0.3 TRAFFIC SURVEYS AND ANALYSIS

0.3.1 Traffic Survey

Classified Traffic Volume Count Survey for 7 days

The share of non motorised vehicles is very less at 2.66%.

0.3.2 Traffic Growth rates

0.3.3 Traffic Projection for Capacity Analysis

Table 0.4: Projected Traffic for the Western Alignment Section 2

0.4 TOLL STRATEGY

0.4.1 Existing Toll plazas

S. No. Existing Toll Plaza Chainage, km Tolling Section Length, km

The details are provided at Table 0.8 below :

Table 0.7: Proposed Tolling Sections

S.No. Toll Plaza location Tolling Section Remarks

0.4.2 Traffic Projection Tollable Revenue

Section 1 Section 2 Section 3 Total Revenue corridor

0.5 ACCIDENTS AND SAFETY

0.6 PUBLIC UTILITIES

0.6.1 Electric Lines

0.6.2 Fibre Optic Cable

0.7 HYDROLOGY AND DRAINAGE

0.8 DESIGN STANDARDS

As per NHAI guidelines in general, existing Right of Way (ROW) of 60 m is normally

0.9 PAVEMENT, SOILS AND MATERIALS INVESTIGATIONS