MainReport (Corrigendum-Updated Project Report)

Ministry of Road Transport &
Highways
Rehabilitation and Upgradation to 2-lane with paved
shoulders configuration of Bewar-Near Karri Village
Section (Km 0.000 to Km 30.000) of NH-92 in the State of
Uttar Pradesh under Green National Highways Corridor
Project (GNHCP) with the loan assistance of World Bank
on EPC mode.
.
Bewar to UP/MP Border section of (NH 92)

(Package I A: Ch. 0+000 to Ch. 30+000)
Volume I – Main Report
Detailed Project Report

Table of Contents
0. EXECUTIVE SUMMARY ................................................................................................ 6
0.1 INTRODUCTION ............................................................................................................ 6
0.2 THE PROJECT HIGHWAY ............................................................................................. 6
0.3 DESIGN STANDARDS ................................................................................................... 7
0.4 TRAFFIC SURVEYS, ANALYSIS AND FORECASTS ................................................... 8
0.5 IMPROVEMENTS AND DEVELOPMENT PROPOSALS ............................................. 10
0.6 SOCIAL ANALYSIS OF THE PROJECT ...................................................................... 11
0.7 ENVIRONMENTAL ASPECTS OF THE PROJECT ..................................................... 11
0.8 COST ESTIMATION ..................................................................................................... 13
0.9 CONCLUSIONS AND RECOMMENDATIONS ............................................................. 14
1. PROJECT BACKGROUND .......................................................................................... 16
1.1 BACKGROUND ........................................................................................................... 16
1.2 OBJECTIVES ............................................................................................................... 16
2. SURVEY AND INVESTIGATIONS ............................................................................... 18
2.1 GENERAL .................................................................................................................... 18
2.2 ROAD INVENTORY AND CONDITION SURVEY......................................................... 18
2.3 START AND END POINTS .......................................................................................... 18
2.4 TERRAIN ...................................................................................................................... 18
2.5 LAND USE ................................................................................................................... 19
2.6 VILLAGES AND TOWNS ............................................................................................. 20
2.7 CARRIAGEWAY AND ROADWAY WIDTH .................................................................. 21
2.8 SURFACING TYPE ...................................................................................................... 21
2.9 EMBANKMENT AND CUTTING SECTIONS................................................................ 22
2.10 RIGHT OF WAY/ AVAILABLE LAND .......................................................................... 22
2.11 BYPASS PROPOSAL .................................................................................................. 22
2.12 REALIGNMENT SECTION ........................................................................................... 22
2.13 RELIGIOUS STRUCTURES ......................................................................................... 22
2.14 EXISTING ESTABLISHMENTS.................................................................................... 23
2.15 UTILITIES ..................................................................................................................... 24
2.16 ROAD SIGN BOARD ................................................................................................... 25
2.17 KILOMETER STONES ................................................................................................. 25
2.18 RUB DETAILS .............................................................................................................. 25
2.19 EXISTING JUNCTIONS ............................................................................................... 26
2.20 ACCIDENTAL BLACK SPOT LOCATIONS ................................................................. 27
2.21 PAVEMENT CONDITION SURVEY ............................................................................. 27
2.22 MATERIAL INVESTIGATIONS .................................................................................... 28
2.23 INVENTORY AND CONDITION SURVEYS FOR STRUCTURES ................................ 30
2.24 GEOTECHNICAL INVESTIGATIONS .......................................................................... 30
3. TRAFFIC STUDIES AND ANALYSIS........................................................................... 31
3.1 INTRODUCTION .......................................................................................................... 31
3.2 TRAFFIC SURVEYS .................................................................................................... 31
3.2.1 Survey Schedule ......................................................................................................... 31
3.3 SURVEY METHODOLOGY .......................................................................................... 31
3.3.1 Classified Traffic Volume Counts .............................................................................. 31
3.3.2 Turning Movement Survey ......................................................................................... 32
3.3.3 Axle Load & Origin Destination Survey ..................................................................... 32
3.4 VEHICLE COUNT DATA ANALYSIS ........................................................................... 33
3.4.1 Traffic Volume Count .................................................................................................. 33
3.4.2 Average Daily Traffic (ADT) ........................................................................................ 33
i
3.4.3 Direction Wise Traffic ................................................................................................. 34
3.4.4 Annual Average Daily traffic (AADT) ......................................................................... 35
3.4.5 Hourly Variation of Traffic .......................................................................................... 36
3.4.6 Composition of Traffic ................................................................................................ 36
3.4.7 Peak Hour Details and Directional Distribution of Traffic ........................................ 37
3.5 ORIGIN-DESTINATION SURVEY ................................................................................ 38
3.5.1 Field Surveys .............................................................................................................. 38
3.5.2 Zoning System ............................................................................................................ 39
3.6 TURNING MOVEMENT SURVEY ................................................................................ 40
3.7 AXLE LOAD SURVEY ................................................................................................. 40
3.8 TRAFFIC GROWTH RATES ........................................................................................ 41
3.8.1 Estimation of Traffic Growth Rates by Elasticity Method ........................................ 41
3.8.2 Traffic Forecasting Methodology............................................................................... 41
3.8.3 Project Influence Area ................................................................................................ 42
3.8.4 Growth of Registered Vehicles in Project Influence Area ........................................ 43
3.8.5 Economic Growth of the States and All-India ........................................................... 43
3.8.6 Transport Elasticity Demand...................................................................................... 44
3.8.7 Recommended Elasticity Values ............................................................................... 45
3.8.8 Future Economic Growth ........................................................................................... 46
3.9 TRAFFIC PROJECTIONS ............................................................................................ 47
3.9.1 Traffic Forecast for Non–Motorised Traffic ............................................................... 47
3.9.2 Total Corridor Traffic .................................................................................................. 47
3.9.3 Capacity Analysis ....................................................................................................... 48
3.10 CAPACITY AUGMENTATION PROPOSALS (LANE REQUIREMENT) ...................... 48
4. ENVIRONMENTAL ASPECTS OF THE PROJECT ..................................................... 49
4.1 INTRODUCTION .......................................................................................................... 49
4.2 LEGAL AND POLICY FRAMEWORK .......................................................................... 49
4.3 ANALYSIS OF ALTERNATIVES.................................................................................. 54
4.4 ENVIRONMENTAL CONDITION OF AREA ................................................................. 60
4.5 EIA REPORT FORMAT ................................................................................................ 67
4.6 ENVIRONMENT MANAGEMENT PLAN ...................................................................... 69
4.7 PUBLIC CONSULTATION ........................................................................................... 69
4.8 ENVIRONMENTAL MONITORING PLAN AND FRAMEWORK ................................... 69
5. SOCIAL ANALYSIS OF THE PROJECT ...................................................................... 72
5.1 IMPACT OF PROJECT ................................................................................................ 72
5.2 SOCIAL ASSESSMENT ............................................................................................... 72
5.3 FRAMEWORK DEVELOPMENT FOR THE PREPARATION OF LAND
ACQUISITION PLAN AND RESETTLEMENT PLAN ................................................... 72
5.4 RESETTLEMENT POLICIES AND LEGAL FRAMEWORK ......................................... 72
5.5 INVOLUNTARY RESETTLEMENT AND RFCTLARR ACT, 2013 ................................ 76
5.6 ENTITLEMENT MATRIX .............................................................................................. 81
5.7 PUBLIC CONSULTATION ........................................................................................... 86
5.8 ROLE AND RESPONSIBILITIES IDENTIFIED DURING CONSULTATION ................. 87
6. COST ESTIMATES ...................................................................................................... 89
6.1 INTRODUCTION AND ASSUMPTIONS ....................................................................... 89
6.2 ADOPTION OF UNIT RATES ....................................................................................... 89
6.3 BILL OF QUANTITIES FOR CIVIL WORKS ................................................................ 89
6.4 COSTING FOR SAFETY DEVICES ............................................................................. 89
6.5 COST OF ENVIRONMENTAL MITIGATION PLAN...................................................... 89
6.6 ANY OTHER ASSOCIATED COST .............................................................................. 89
6.7 TOTAL COST ESTIMATES.......................................................................................... 89
7. ECONOMICAL AND FINANCIAL ANALYSIS .............................................................. 91
ii
7.1 ECONOMIC ANALYSIS ............................................................................................... 91
7.2 FINANCIAL ANALYSIS ............................................................................................... 96
List of Tables
Table 0.1: Traffic Survey Schedule ................................................................................................................................... 9

Table 0.2: ADT on the Count Location ............................................................................................................................. 9
Table 0.3: AADT on the Count Location ........................................................................................................................ 10
Table 0.4: Summary of improvement/ development proposals of existing structures ............................................. 11
Table 0.5: Components and Budgetary Provisions ...................................................................................................... 12
Table 0.6: General Abstract of Cost ............................................................................................................................... 14
Table 0.7: Widening Scheme ........................................................................................................................................... 14
Table 2.1: Land Use .......................................................................................................................................................... 19
Table 2.2: Important Villages/Towns along Project Highway ...................................................................................... 20
Table 2.3: Religious Structure along Project Stretch ................................................................................................... 23
Table 2.4: Existing Junctions ........................................................................................................................................... 26
Table 2.5: Black Spot Locations ...................................................................................................................................... 27
Table 2.6: Location of Aggregate Quarry ....................................................................................................................... 29
Table 2.7: Location of Sand Quarry ................................................................................................................................ 29
Table 3.1: Traffic Survey Schedule ................................................................................................................................. 31
Table 3.2: Vehicle Classification System ....................................................................................................................... 31
Table 3.3: Passenger Car Equivalency Factors........................................................................................................... 33
Table 3.4: Average Daily Traffic at Count Locations .................................................................................................... 33
Table 3.5: Direction Wise Average Daily Traffic at Count Location ........................................................................... 34
Table 3.6: Annual Average Daily Traffic at Count Locations ...................................................................................... 35
Table 3.7: Peak Hour Traffic and Directional Split ........................................................................................................ 37
Table 3.8: Percentage of Sample .................................................................................................................................... 39
Table 3.9: O-D Zoning System ........................................................................................................................................ 39
Table 3.10: Intersection Traffic Projections ................................................................................................................... 40
Table 3.11: Values of VDF ............................................................................................................................................... 41
Table 3.12: Growth of Vehicle Registration in Uttar Pradesh ..................................................................................... 43
Table 3.13: Growth in Economic Indices of Uttar Pradesh (at 2004-05 Prices) ....................................................... 44
Table 3.14: Elasticity Values Derived based on Regression Analysis for Uttar Pradesh ....................................... 44
Table 3.15: Adopted Elasticity Values of Uttar Pradesh .............................................................................................. 46
Table 3.16: Future Growth of Economic Indicators for U.P......................................................................................... 46
Table 3.17:Traffic Growth Rates (%) for Most Likely Scenario ................................................................................... 46
Table 3.18: Projected Total Corridor Traffic in Nos and PCUs ................................................................................... 47
Table 3.19: Design Service Volume Standards ............................................................................................................ 48
Table 4.1: Acts related to the project and its objective ................................................................................................ 49
Table4.2: Policy provisions in World Bank Guidelines ................................................................................................. 51
Table 4.3: Checklist of Impacts due to the Proposed Project ..................................................................................... 55
Table 4.4: Components and Budgetary Provisions ...................................................................................................... 69
Table 5.1: Relevant Social Legislations ......................................................................................................................... 73
Table 5.2: Role and Responsibilities Identified after Consultation under the Project .............................................. 87
Table 6.1: General Abstract of Cost ............................................................................................................................... 90
Table 7.1: General Inputs for HDM Model ..................................................................................................................... 92
Table7.2: HDM Input - Road Sections – Basic data ..................................................................................................... 92
Table7.3: Road Sections – Condition of Project Road ................................................................................................. 92
Table 7.4: HDM Input: Road Sections- Geometry of Project Road ............................................................................ 92
Table 7.5: HDM Input: Road Sections – Pavement Condition of Project Road ....................................................... 92
Table 7.6: Suggested Capacities for Plain/Rolling Terrain (PCU/Hr) ........................................................................ 93
Table7.7: Project cost taken in analysis (in Rs.) ........................................................................................................... 94
Table 7.8: Percentage Distribution of Cost .................................................................................................................... 94
iii
Table7.9: Vehicle Characteristics, Utilization Data and Economic Unit Costs ......................................................... 95
Table 7.10: Summary of NPV and EIRR of Project Road ........................................................................................... 96
Table 7.11: Development Phasing Considered for the Project ................................................................................... 97
Table 7.12: Tax Rates Considered for the Project ....................................................................................................... 97
LIST OF FIGURES
Figure 3.1: Directional Distribution of Traffic at km. 31.900 ....................................................... 36

Figure 3.2: Traffic Composition at km. 31.900 ............................................................................. 37
Figure 3.3: Hourly Variation of Traffic at km. 31.900 ................................................................... 38
iv
LIST OF ABBREVIATIONS
AADT Annual Average Daily Traffic

AASHTO American Association of State Highways and Transportation Officials
ADB Asian Development Bank
ADT Average Daily Traffic
BBD Benkelman Beam Deflection
BM Bituminous Macadam
BOQ Bill of Quantities
CBR California Bearing Ratio
CD Cross Drainage
DPR Detailed Project Report
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EMP Environmental Management Plan
ESA Environmental and Social Assessment
FMC Field Management committees
GPS Global Positioning System
GSB Granular Sub-Base
ICB International Competitive Bidding
IMD Indian Meteorological Department
IRC Indian Roads Congress
IS Indian Standard
MoEF Ministry of Environment and Forests
MoRTH Ministry of Road Transport & Highways
NGOs Non-Government Organizations
NPV Net Present Value
NSEW North-South East-West
OD Survey Origin Destination Survey
ONGC Oil & Natural Gas Corporation
PAP Project Affected Person
PCU Passenger Car Units
PIA Project Influence Area
PWD Public Works Department
QAP Quality Assurance Plan
RAP Resettlement Action Plan
R&R Resettlement and Rehabilitation
RCC Reinforcement Cement Concrete
ROW Right of Way
RUCS Road User Cost Study
SDBC Semi Dense Bituminous Concrete
SPM Suspended Particulate Matter
TBM Temporary Bench Mark
TOR Terms of Reference
VOC Vehicle Operating Costs
v
EXECUTIVE SUMMARY
0.1 INTRODUCTION
The Uttar Pradesh Public Works Department (UPPWD) through MoRT&Hhas appointed M/s.
Redecon (I) Pvt. Ltd. for providing the required Consultancy Services for “Feasibility study and
preparation of Detailed Project Report for improvement and up-gradation of newly declared
National Highways including existing NH-91A, NH-92, and NH-97 & NH-28B in the State of Uttar
Pradesh- Pkg- V”.
The Contract Agreement for the assignment was signed among UPPWD through
MoRT&H&Redecon (I) Pvt. Ltd. on 28th July, 2017 and soon after UPPWD instructed Redecon (I)
Pvt. Ltd. to commence the Assignment, and the project activities.
The project road starts from existing km. 0.000 of NH-92 (NH-91 & NH-92 Junction, Design
Ch. 0+000) at Bewar to km. 78.182 of NH-92 (UP & MP Border, Design Ch. 78+586). Total
Design Length of the stretch is 57.000 km.
Total project stretch has been further distributed into two packages as per the discussion
held with officials of UPPWD in Lucknow on November 6th, 2017 as mention below;
 Package I A: Ch. 0+000 to Ch. 30+000

 Package IB : Ch. 30+000 to Ch. 57+346
Scope of present report is confined to the package IA (Ch. 0+000 to Ch.30+000).
0.2 THE PROJECT HIGHWAY
The start point of the project road (NH-92) is at ‘Cross Junction formed by NH-91 and NH-92
(existing 0.000 Km) at Bewar.After passing Bewar, it orients towards south and ends at 30.000
Km. near village Karri and further orients to Etawah.
The existing length of Project Highway is 30.442 Km out of total length of 57.588 Kms. After the
inception point, the road passes through important villages/towns like Bewar, Chalaunsa,
Kusmaradehat, Kusmara, Kishni and finally ends at km 30.000 near Sarasai Nawar village.
6
Location Map of Project Highway
Salient Features of the Project

i) Existing Length as per survey : 30.442 Km
ii) Design Length : 30.000 Km
iii) Start Location : Bewar
iv) End Location : NH- 2 Junction, Etawah
v) Start Point’s Identification : Cross Junction formed by NH-91 and NH-92
Design Chainage – Ch. 0+000
vi) End Point’s Identification : Design Chainage - Ch. 30.000
vii) Junctions to be improved (Major): 1 Nos.
viii) Major Towns : 7 Nos.
ix) Major Bridge : Nil.
x) Minor Bridge : 9 Nos.
xi) Culverts : 23 Nos.
xii) Level Crossing : Nil
xiii) Existing Bypass : Nil
0.3 DESIGN STANDARDS
Primarily IRC: SP-73-2015 and IRC: SP- 84 - 2014 has been followed for the design and
preparation of this Project Report.
Design Standards adopted are briefly summarized in the table below:
Sl.
Description Proposed Parameters
No.
1 Design Speed
7
Sl.
Description Proposed Parameters
No.
Plain 100-80 km/hr*
Max – Min
Rolling 100-80 km/hr*
3.75 m (Single Lane)
2 Lane width
7.00 m (Double lane )
Paved Shoulder Width 1.5 m
3 2.0 m (2 lane)
Earthen Shoulder Width
2.0 m (4 lane)
Carriageway 2.50%
4 Cross-slopes Paved shoulder 2.50%
Earthen shoulder 3.00%
7.00%, if radius is less
than desirable
minimum.
5 Maximum Superelevation
5.00%, if radius is
greater than desirable
minimum
Minimum horizontal curve Desirable Minimum Radius 400 m
6
radius Absolute Minimum Radius 250 m
Radii beyond which super For 100 Km/hr 2000 m
7
elevation not required For 80 km/hr 1200 m
Not flatter than 1 in
8 Super elevation runoff rate For Plain and rolling
150
Transition curves to be used with length of spiral equal to length of super elevation
9
runoff
Gradient
10
Plain and Rolling Ruling, Limiting 2.5%, 3.3 %
Min.
Max. grade
Minimum Length of Vertical Design Speed curve
change
11 Curves / Grade change not length
requiring vertical curve 100 km/hr 60m 0.50%
80 km/hr 50m 0.60%
Vertical curve ‘K’ values For design Speed Crest Sag
12 Crest vertical curve/Sag 100 km/hr 73.6 41.5
vertical curve 80 km/hr 32.6 25.3
*Some section has been designed with deficient curve radius (less than 80kmph design speed) because of
siteconstraint and shall be highlighted in Schedule D.
0.4 TRAFFIC SURVEYS, ANALYSIS AND FORECASTS
Based on existing traffic pattern the following is the survey schedule:
8
Table 0.1: Traffic Survey Schedule
S. Date(s) of
Type of Survey Duration Location
No. Survey
Classified Volume Count 09-08-2017 to
1 7 Days km 31.900
Survey 15-08-2017
2 Axle Load Survey 24 hours km 31.900 16-08-2017
3 Origin Destination Survey 24 hours km 31.900 16-08-2017
4 Turning Movement Survey 12 hours km 0.000 14-08-2017
ADT & AADT on the Count Location of Project Road
Summary of ADT and AADTon the selected count location is presented in the tables below:
Table 0.2: ADT on the Count Location
Vehicle Type Km 31.900

2 Wheeler 2776
3 Wheeler 83
Passenger Car 129
Utility Vehicle (Jeep / Van) 850
Mini Bus 32
Standard Bus 300
LCV (Freight) 79
2-Axle 37
3-Axle 574
MAV 503
Emergency Vehicles (No Toll) 14
Ag. Tr. With Trailer 26
Ag. Tr. Without Trailer 4
Bicycle 204
Cycle Rickshaw 1
Animal Drawn 0
Grand Total (Nos.) 5612
9
Grand Total (PCUs) 7854
Table 0.3: AADT on the Count Location

2 Wheeler 2776
3 Wheeler 83
Passenger Car 129
Mini Bus 32
Standard Bus 300
LCV (Freight) 79
2-Axle 37
3-Axle 574
MAV 503
Bicycle 204
Cycle Rickshaw 1
Animal Drawn 0
0.5 IMPROVEMENTS AND DEVELOPMENT PROPOSALS
0.5.1 Proposed Right of Way (PROW)
Proposed Right of Way (PROW) is kept 20 m on rural locations. However in open areas if at
certain stretches ROW is slightly less and it is upto 17 m, no provision of land acquisition has
been made. In Built-up locations, utilization of existing building to building line distance has been
proposed as only to minimize adverse social and environmental impacts.
0.5.2 Improvements of Junctions
10
Total 41 nos. existing Junctions present along the project road and major junctions (1 no.) among
them is to be developed as per IRC standards.
0.5.3 Structures
Summary of improvement/development proposals of existing structures as well as proposed

additional new structures is presented below;
Table 0.4: Summary of improvement/ development proposals of existing structures
Type of
S. No. Nos. Development/ Improvement Proposals
Structure
 05 Nos. of Minor Bridges are to be reconstructed
1 Minor Bridges 09
 04 No. Minor Bridge is to be widened
 22 Nos. Culverts to be Reconstructed
2 Culverts 23
 01 Nos. Culverts to be widened
0.6 SOCIAL ANALYSIS OF THE PROJECT
Proposed alignment of the Project Highway has been finalized considering primarily the
following aspects:
 Least additional land acquisition

 Least structures/ property acquisition
 Safety of the road users
 Overall socio-economic development of the Project Influence Area in near future
Based on the initial public and community consultation the key social issues identified were:
 Employment opportunity during construction

 Location of labour camp and hot mix plant sites
 Location of dumping sites
 Health issues, such as water borne diseases, HIV & STD
 Safety issues
 Impact on property and land acquisition
 Resettlement Options
The estimated social cost budget has been worked out based on preliminary assessment on
the basis of market value of land through likely affected persons.
The budget for RP implementation comes to 1.476Crores.
0.7 ENVIRONMENTAL ASPECTS OF THE PROJECT
The budgetory provisions have been estimated as per requirement of the forest department,
MoEF, CPCB requirements of the compulsory Compensatory Afforestation and other compliances
for the project.
*** All tree planted along the Road side falls under protected forest. The tree cutting cost
estimate has been provided in this detailed project report from DFO office.
11
Table 0.5: Components and Budgetary Provisions
S.N. Component Stage Description Unit Unit Quanti TotalC

cost( ty ost(inI
INR) NR)
A MitigationCost (Per Package)
1 WaterQuality Construction Oil No. 40000 2 80000

interceptorsatcamps(2oilinter
ceptorsone eachatvehicle
parkingand
Provision washingareas) month 10000 24 240000
ofsewageandsanitationf
acilitiesfortheconstructio
n
camps,includingmainten
2 AirQuality Construction DustManagementwithsprinklingof
ance month 500 3600 1800000
waterespeciallynearsettlement
areas -3trips/day300daysin
ayearfor2years
3 Air/Noise Construction Air / Lumpsum 200000
controlMeasure noisepollutio
ncontrol
4 Solidwa Construction measuresinc
Disposal ofSewageandother month 15000 24 360000
steDisp onstruction
wastes
osal equipment
fromtheconstructionyardandlabou
5 Soil Construction rProvidingandlayingofembank
camps coveredinEngineeringc 0
erosionContr ment slopes, with ost
olmeasure grassturfing/stonepitching
6 Occupatio Construction Miscellaneous Lumpsum 100000
nalSafety informatorysignsandothers
Safetymeasuresforworkers/Provisi Cost/p 1200 100 120000

onofPPEs erson
Provisionforbiannual healthcheck- No. 2000 400 800000
ups
7 Fuel Construction Provision of fuel No. 1500 96 144000
intheconstructioncamp(4com
mercialLPGCylinderper
month)
8 Rainw Construction RainwaterHarvestingStructures/ coveredinEngineeringc 0
aterhar GroundWaterRechargePits ost
vesting
Sub-Total (A) 3844000
B Environment MonitoringCost (Per Package)
12
cost( ty ost(inI
INR) NR)
1 Construct Construction Monitoring ofAir Asper EMoP 950000
ionPhase & Operation quality,waterquality,noiselev
el,soilquality
Sub-Total (B) 950000
C Environmental Awareness &Training (Overall)
1 Training Construction TrainingofEnvironmental LS 25000 1 250000

&mobiliz staffofPIUinvolved 0
ation intheproject,
staffofconstructionsupervis
ionconsultant,contractor,a
nd
collaboratingGovernmenta
gencies
Sub-Total (C) 250000
GRANDTOTAL(Ax 2)* +(Bx2)* +(C)**
9838000
Source: Consultant's Estimates
0.8 COST ESTIMATION
The rate analysis has been carried out using the market rates of materials. The Item Rate is
based on analysis of rates given in standard data book of MoRT&H.
Wages of labour and rates of construction materials including cement and steel have been
taken from State’s Schedule of Rate.
Summary of Cost Estimate is presented in the table below.
13
Table 0.6: General Abstract of Cost
Sr. No. Particulars Amount

1 Bill No. 1 : Site clearance and Dismantling 5,625,362
2 Bill No. 2 : Earth Work 96,980,510
3 Bill No. 3 : Grannular Sub Base Courses and Base Courses ( Non- Bituminous ) 520,948,214
4 Bill No. 4 : Bituminous Courses 357,396,008
5 Bill No. 5A: HP_Culverts 5,176,663
5 Bill No. 5B: BC_Culverts 64,368,296
6 Bill No. 6A: Minor Bridges 189,692,295
8 Bill No. 8 : Maintenance of roads 7,114,860
9 Bill No. 9 : Drainage & Protective Works 232,908,222
10 Bill No. 10 : Traffic signs, Road markings and other road appurtunences 43,910,815
11 Bill No. 11 : Toll Plaza 0
12 Bill No. 12 : Wayside Amenities 165,157,536
13 Bill No. 13 : Miscellaneous Works 82,670,154
14 Bill No. 14 : Junction & Intersection 46,989,845
(i) Total Civil Cost 1,818,938,782
(ii)
(iii)
(iv)
(v) )
(vi) )
(vii) )
(viii) )
(ix)
(Xi)
(x)
(Xii)
0.9 CONCLUSIONS AND RECOMMENDATIONS
0.9.1 Improvement proposal
The existing sections of project road have multidimensional facets in terms of geometry, pavement
condition, existing utilities, religious structures, etc. considering all these aspects the section-wise
policy is adopted.
Table 0.7: Widening Scheme
DESIGN CHAINAGE (m) APPLICABLE

SL NO. LENGTH (m)
FROM TO TCS
1 0+000 1+000 1000 TCS-2
14
DESIGN CHAINAGE (m) APPLICABLE
SL NO. LENGTH (m)
FROM TO TCS
2 1+000 12+000 11000 TCS-1
3 12+000 14+000 2000 TCS-4
4 14+000 21+100 7100 TCS-1
5 21+100 23+500 2400 TCS-2
6 23+500 30+000 6500 TCS-1
Alignment
Bypasses
No bypass has been proposed in the project stretch.
Realignments
No realignment has been proposed in the project stretch.
Flyovers
No Flyovers has been proposed in the project stretch
VUPs /PUPs/CUPs
No VUPS/PUPS/CUPS has been proposed in the project stretch
ROB
There is no ROB in the project.
Project Road facilities
Provision of Busbays with Bus shelters, Truck Lay byes as per the IRC Manuals (IRC SP-73-2015
and SP-84 2014) has been included in the Proposal. Project Highway lighting/Illumination has also
included the Improvement Proposal, where required.
Toll Plazas
No Toll Plaza has been proposed in the project stretch.
Recommendations
Though the project is financially not viable in BOT or Hybrid Annuity modes, but by looking into the
economical viability and importance, the project shall be developed as 2/4 lane facility on EPC
mode.
15
1.0 PROJECT BACKGROUND
1.1 BACKGROUND
The Uttar Pradesh Public Works Department (UPPWD) through MoRT&Hhas appointed M/s.
Redecon (I) Pvt. Ltd. for providing the required Consultancy Services for “Feasibility study and
preparation of Detailed Project Report for improvement and up-gradation of newly declared
National Highways including existing NH-91A, NH-92, NH-97 & NH-28B in the State of Uttar
Pradesh- Pkg- V”.
MoRT&H&Redecon (I) Pvt. Ltd. on 28th July, 2017 and soon after UPPWD instructed Redecon (I)
Pvt. Ltd. to commence the Assignment, and the project activities.
As per Terms of Reference (ToR) project preparation activities have been split into three stages as
brought out below:
 Stage 1: Inception Report

 Stage 2: Feasibility Report
 Stage 3: Detailed Project Report (DPR)
This Report covers the Stage-3: Detailed Project Report (DPR).
1.2 OBJECTIVES
1.2.1 The main objective of the consultancy service is to establish the technical, economical, and
financial viability of the project and prepare detailed project reports for rehabilitation and upgrading
of the existing road to 2/4 lane configuration.
1.2.2 The viability of the project shall be established taking into account the requirements with regard to
rehabilitation, upgrading and improvement based on highway design, pavement design, provision
of service roads wherever necessary, type of intersections, rehabilitation and widening of existing
and/or construction of new bridges and structures, road safety features, quantities of various items
of works and cost estimates and economic analysis.
1.2.3 The Detailed Project Report would inter-alia include detailed highway design, design of pavement
and overlay with options for flexible or rigid pavements, design of bridges and cross drainage
structures and grade separated structures, design of service roads, quantities of various items,
detailed working drawings, detailed cost estimates, economic and financial viability analyses,
environmental and social feasibility, social and environmental action plans as appropriate and
documents required for tendering the project on commercial basis for international / local
competitive bidding.
1.2.4 The DPR consultant should ensure detailed project preparation incorporating aspects of value
engineering, quality audit and safety audit requirement in design and implementation.
1.2.5 The consultant should, along with Feasibility Report, clearly bring out through financial analysis
the preferred mode of implementation on which the Civil Works for the stretches are to be taken
up. The consultant should also give cost estimates and tender documents along with feasibility
report/ Detailed Project Report.
In addition to achieving above objectives consultant shall also ensure the following:
16
(i) The Project Highway is safe for the road users and the public living adjacent to the
highway
(ii) Operation of the highway is smooth and efficient
(iii) Construction is least disruptive to the users and the public
(iv) Land acquisition is kept to the barest minimum
(v) Constraints of site are got over by proven technological solutions
Within the above constraints, the solutions are sound, economical, constructible, and manageable.
17
2.0 SURVEY AND INVESTIGATIONS
2.1 GENERAL
Detailed topographic survey, road inventory, pavement condition survey and investigations
including roughness survey, BBD survey and subgrade investigations, structure inventory and
condition survey, material surveys, were conducted during the feasibility study stage. Brief of all
these are presented below and details are presented in a separate volume “Appendix to Main
Report”.
2.2 ROAD INVENTORY AND CONDITION SURVEY
Road Inventory
An inventory of the Project Highway has been carried out by visual observations supplemented
with sample measurements using tape etc. Kilometer wise features like terrain, land-use, surfacing
type and width, shoulder, curve details, intersectional details, retaining structures details, location
of water bodies, location of forest areas height of embankment or depth of cut, ROW, CD
structures, road side arboriculture, existing utility services, Existing Railway crossings, cross
roads, structures, junctions and general drainage conditions etc., were recorded. The road
inventory has been referenced to the existing km posts established along the roadside.
An overview of the road and detailed road inventory is presented in Annexure 1.
2.3 START AND END POINTS
The start point of the project road (NH-92) is at ‘Cross Junction formed by NH-91 and NH-92
(existing 0.000 Km) at Bewar. After passing Bewar, it orients towards south and terminates at km
30.00 near Karri village.
The existing length of Project Highway is about 30.00kms. After the inception point i.e. km 0.00
near Bear Chowk, the road passes through important villages/towns like BEWAR, CHALAUNSA,
KUSMARADEHAT, KUSMARA, KISHNI and finally ends at km 30.00 near SARASAI NAWAR
village.
2.4 TERRAIN
The project highway passes through plain Terrain. Terrain along the Project Highway is shown
below;
18
Some exhibits of the terrain are shown below:
Plain Terrain
2.5 LAND USE
The land use patterns along the Project Highway can be mentioned as Agricultural and
Urban/Built-up. Few major towns and villages have been observed along the Project Highway.
Table 2.1: Land Use
Land Use Percentage of Length

Agriculture 82%
Built Up 18%
Some exhibits of the land use pattern along the Project Highway shown below;
Built-up section Agricultural Land along the Project Highway
19
Barren Land along the Project Highway
2.6 VILLAGES AND TOWNS
There are total about 13major villages/townsalong the Project Highway, in which most of the
settlements are ribbon developed. Details of importantvillages/towns are summarized below
while other details are presented in the Annexure 1.
Table 2.2: Important Villages/Towns along Project Highway
Existing Chainage (Km. )

Sl. No. Village Name
From To
1. 0 1200 Bewar
2. 1200 1550 Mnjhola
3. 1550 2300 Bhawalpur
4. 2300 3050 Fatehpur gani
5. 3050 3850 Bejara
6. 3850 4100 Saraichowk
7. 4000 5650 Chalaunsa
8. 5650 6600 Paraunkha
9. 6600 8500 Bara
10. 8500 9900 Kundha
11. 9900 10200 Mahespur
12. 10200 13100 Kusmaradehat
13. 11200 13200 Dharmangadpur
14. 13100 15050 Kusmara
15. 15050 16750 Dadaus
20
Existing Chainage (Km. )
Sl. No. Village Name
From To
16. 16750 18900 Arsara
17. 18900 20500 Saunsee
18. 20500 24200 Kishni
19. 24200 26500 Jatpura
20. 26540 26700 Pharanjee
21. 26700 28650 Khijarpur
22. 28650 29100 Pharanjee
23. 29100 30000 Sarasai nawar
2.7 CARRIAGEWAY AND ROADWAY WIDTH

The existing carriageway of the Project Highway is generally of 2-lane configuration and the
carriageway width varies in between 7.00 m to 8.50 m.
2 Lane Configuration Section
2.8 SURFACING TYPE
The existing pavement for the Project Highway is mainly bituminous except some built up
locations where rigid pavement exist. The general condition of the pavement varies between good
to poor. The width of paved shoulder varies from 1.50 m to 2.50 m on both sidesandearthen
shoulder varies from 1.00 m to 2.50 m on both sides, and condition of the earthen shoulders is fair
to poor.
21
Flexible Pavement Section Rigid Pavement Section
2.9 EMBANKMENT AND CUTTING SECTIONS
General Embankment condition of the Project Highway is fair and height of the embankment
varies between ground level to 3 m except approaches of major structures.
Embankment on Ground Level High Embankment Location
2.10 RIGHT OF WAY/ AVAILABLE LAND
There are no existing ROW pillars along the Project Highway, hence measured from the fixed
boundaries building to building in the built up reas or between boundaries of the agriculture fields in
the open areas that is ROW actually available on site. The observed available land varies between
15.00 m to 24.00 m.
2.11 BYPASS PROPOSAL
No bypass has been proposed in the project stretch.
2.12 REALIGNMENT SECTION
No realignment has been proposed in the project stretch.
2.13 RELIGIOUS STRUCTURES
There are multiple numbers of religious structures observed along the Project Highway.Distances
of these religious structures from existing road earthen edge varies from minimum 1.0 m to
maximum 12.0 m.
22
Temples along the Project Road
Details of Religious Structures are presented in the table below:
Table 2.3: Religious Structure along Project Stretch
Sl. No. Existing Location Religious Structure Side
1 10.000 Temple LHS

2 13.800 Temple LHS
3 24.700 Temple LHS
4 28.700 Temple RHS
5 29.800 Temple BOTH
2.14 EXISTING ESTABLISHMENTS
All the efforts are made to save these structures to minimize adverse social impact during fixing of
alignment for the development of the Project Highway.
Details of these existing establishments/Structures are presented in the Appendix to Main Report
along with Road Inventory.
Inter College Etawah
Bus Stops
23
There are very few existing bus-stops/ bus-shelters along the Project Highway. Distance of these
from existing road edge varies from 1 m to 3 m and is in poor condition.
One of the Bus Shelter in Poor Condition
2.15 UTILITIES
Utilities are found within ROW at many locations along the Project Highway. HT and TL lines are
crossing at few locations. Street light post and OFC cables are also observed at many locations
along with the project stretch. Details of utility locations are presented in Annexure 1
Street Light Posts along the Road Telephone Posts along the Road
Electric Poles along the Road HT Line Crossing
24
2.16 ROAD SIGN BOARD
Few Road sign boards are present along the project road which are in good condition and are presented
below;
Road Sign Boards in Good Condition
2.17 KILOMETER STONES
There are some KM stone exists along the project stretch in fair to poor condition and some of them are
exhibited below;
Road Side KM Stones
2.18 RUB DETAILS
There is no RUBproposed in the project stretch.
Under Construction RUB for DFCC Corridor
25
2.19 EXISTING JUNCTIONS
There are total 41 junctions exists along the project stretch and details are tabulated below.
Table 2.4: Existing Junctions
Sl. No. Existing Location (km) Type Side Details

1 0.46 x BOTH Major Junction
2 1.12 Y RHS Minor Junction
3 2.33 T RHS Minor Junction
4 3.24 T LHS Minor Junction
20 13 T RHS Minor Junction
21 13.53 + BOTH Minor Junction
32 22.04 Y LHS Minor Junction
26
Sl. No. Existing Location (km) Type Side Details
2.20 ACCIDENTAL BLACK SPOT LOCATIONS
Accidental Black Spot has been identified in following locations
Table 2.5: Black Spot Locations
Sl. No. From (km) To (km) Location

Nil
2.21 PAVEMENT CONDITION SURVEY
Detailed field studies have been carried out to collect pavement/shoulder/drainage conditions and
are presented in Annexure 11. Some exibites of pavement condition are presented in below;
Rigid Pavement Panels are in Poor Condition in Built-up Stretches
27
Stretch full of Potholes and CrackingsAligator Cracking on Right Side of Road
2-Lane Stretch in Good Condition 4-Lane Stretch in Good Condition
2.21.1 Pavement Composition
Broad variation in pavement thickness was observed along the Project Highway. The existing
pavement crust composition and thicknesses has been presented in Annexure 10.
2.22 MATERIAL INVESTIGATIONS
The borrow areas has been investigated with their respective locations and sample has been
collected for laboratory tests.
The following testsshall be conducted to check the suitability of the fine-grained materials:
 Grain size analysis

 Atterberg limits
 Maximum laboratory dry unit weight (Heavy Compaction)
 Optimum moisture content
 CBR (4 days soaked) at three energy levels.
*The laboratory tests have been furnished in the material report.
2.22.1 Stone Aggregates
28
The availability and quality of material as coarse and fine aggregate was explored and samples
are taken from some of the quarries where large quantities were available. The details are given
below.
Table 2.6: Location of Aggregate Quarry
Existing Location lead from ex. Road

Quarry Type Name of Location
(Km) chainage in (km)
Aggregate 15.000 km Ramnagar (Jhansi) 253 km
Representative samples from the above stone quarries were collected for testing in the laboratory.
The following tests have been conducted on the samples collected.
Los Angeles Abrasion Test : As per IS: 2386 (Part-4)

Aggregate Impact value : As per IS: 2386 (Part-6)
Combined flakiness and elongation indices : As per IS: 2386 (Part-7)
Soundness : As per IS: 2386 (Part-5)
Water absorption : As per IS: 2386 (Part-3)
MoRT&H requirement of stone aggregates for their use in base / surfacing courses of pavement
are as follows:
 Los Angeles Abrasion Value < 40%

 Aggregate Impact Value < 30%
 Flakiness and Elongation indices (combined) < 30%
 Water absorption < 2%
* The laboratory tests have been furnished in the material report.
2.22.2 Quarries for Natural Sand
The bed of the following river flowing in the vicinity of the project road is the only potential source
for good quality coarse sand in sufficient quantities. The details of quarry are given in Table 2.7.
Table 2.7: Location of Sand Quarry
Quarry Type Name of Location
Sand Mainpuri Etawah
2.22.3 Availability of Bitumen, Steel, Cement and other Materials
Bitumen is available at Mathura Oil Refinery, which is around 224 km from the mid location of
Project Road.
The steel to be used as reinforcement for cross drainage structures shall be of Deformed Steel
Bars conforming to IS 1786.
The cement of various types like Ordinary Portland Cement - 43 Grade, is required for the
construction.
29
2.23 INVENTORY AND CONDITION SURVEYS FOR STRUCTURES
Inventory Survey of existing structure details are presented in Annexure2 of Appendix to Main
Report volume. There are some points noted. Jointly visited with executive engineer on dated 26-
07-2018 and some structure proposal have changed.Structure widened both direction.
1. All the bridged have less width

2. Maximum bridges are arch bridges and it is not possible for widening of
bridges as per SP73-2015.
3. Bridges are canal bridges so our possibilities to minimize the span
2.24 GEOTECHNICAL INVESTIGATIONS

Detailed geotechnical investigation has been presented with Volume II (Design Report) seperately.
30
3.0 TRAFFIC STUDIES AND ANALYSIS
3.1 INTRODUCTION
This chapter presents the traffic studies and analyses of traffic surveys to study the behavioural
pattern of the traffic along the project road, the likely diverging and merging points and to assess
the nature of flow. The project corridor is located in state of Uttar Pradesh. The project starts
from km 0.000 and ends at km 57.588 of NH- 92. Traffic forecasts were made for 15 year which
forms the basis for further work on financial viability analysis, pavement design and developing
capacity augmentation proposals.
3.2 TRAFFIC SURVEYS
3.2.1 Survey Schedule
 Classified to assess the volumes of traffic flows along the project road and their
characteristics.
 To study the volume of turning movement traffic at selected intersections.
 To access the requirement of number of lanes in the future years.
The summary of traffic survey schedule is given in Table 3.1.
Table 3.1: Traffic Survey Schedule
S. No. Type of Survey Duration Location Date(s) of Survey

Classified Volume Count 09-08-2017 to
1 7 Days km 31.900
Survey 15-08-2017
2 Axle Load Survey 24 hours km 31.900 16-08-2017
3 Origin Destination Survey 24 hours km 31.900 16-08-2017
km 0.000 14-08-2017
4 Turning Movement Survey 12 hours
km 57.800 12-08-2017
3.3 SURVEY METHODOLOGY
3.3.1 Classified Traffic Volume Counts
The CTVC survey was conducted at two location on the project stretch. The count was
conducted continuously for 7 consecutive days and for 24 hours on both locations. The surveys
were as per guidelines illustrated in IRC: SP: 19- 2001, ‘Manual for Survey, Investigation and
Preparation of Road Projects’. For carrying out the counts, the vehicles were grouped under the
categories given in Table 3.2 below.
Table 3.2: Vehicle Classification System

Motorised traffic
2 wheelers: Scooters, Bikes, Motor Cycles and Mopeds etc.
3 wheelers including Auto Rickshaw
31
Passenger Car Car, Jeep, Taxi &Van
Mini Bus
Bus Govt. Bus
Private Bus
Light Commercial Vehicles (LCV)
2 Axle Truck
Truck 3 Axle Truck
4 to 6 Axle Truck
Truck with more than 6 Axle
Other Vehicles Agriculture Tractor, Tractor & Trailer
Slow Moving Vehicles
Bicycle
Cycle Rickshaw
Animal Drawn
Hand Cart
For the purpose of counts, a day was divided into different shift and different groups of
enumerators with a supervisor were assigned for each shift. The count data was recorded at 15-
minute intervals for each vehicle group for each direction of travel separately. Trained
enumerators were deployed for counting and recording by making tally marks in the five-dash
system. This traffic data is used for working out traffic characteristics analysis and forecast,
capacity augmentation and toll analysis.
3.3.2 Turning Movement Survey
Turning movement surveys is conducted at seven major intersections falling on the project
corridor to obtain information on directional movement of traffic at these intersections. The
survey was conducted for 12 hours on normal weekday. Each turning movement at the
intersection was recorded by deployed enumerators in sufficient numbers at suitable locations.
The data on peak hourly directional movements would be used to analyse and decide whether
grade separator is required or not.
3.3.3 Axle Load & Origin Destination Survey
Axle Load Survey has been carried out in order to estimate vehicle damage factor (VDF) for
using in design of overlay on existing pavement and new pavement design for additional lanes.
The survey was carried out at two location using portable weigh pads. Axle loads of commercial
vehicles (LCVs, Buses, and Trucks of Two, Three and Multi Axles) were recorded on random
sampling basis. The vehicles were stopped with the help of police and the drivers were directed
to stop their vehicles in such a way that wheel of each axle can be weighed using the weighing
pad. The readings were recorded by trained enumerators for each axle separately. In addition,
32
information about origin, destination and type of goods transported by commercial vehicles etc.,
have been recorded.
3.4 VEHICLE COUNT DATA ANALYSIS
3.4.1 Traffic Volume Count
Data recorded has been converted into Passenger Car Units using PCU factors as shown in
Table 3.3. These equivalency factors are extracted from IRC: 64- 1990, ‘Guidelines for Capacity
of Roads in Rural Areas’.
Table 3.3: Passenger Car Equivalency Factors
S. No. Vehicle Type PCU Factors

1. Two Wheeler 0.50
2. Auto–rickshaw 1.00
3. Car / Jeep / Van / Tempo 1.00
4. Mini Bus 1.50
5. Standard Bus 3.00
6. Light Commercial Vehicle (LCV) / Agricultural Tractor 1.50
7. Two Axle Truck 3.00
8. Three Axle Truck 3.00
9. Truck Trailer 4.50
10. Agriculture Tractor-trailer 4.50
11. Animal Drawn 6.00
12. Cycle 0.50
13. Hand Cart 3.00
14. Cycle Rickshaw 2.00
3.4.2 Average Daily Traffic (ADT)
Traffic volume count data for 7 days at survey location was averaged to determine Average Daily
Traffic (ADT). Traffic volume count summary sheets for count location along with ADT tables are
presented in Annexure 7 to this report. Summary of ADT at count locations for survey is
presented in Table 3.4.
Table 3.4: Average Daily Traffic at Count Locations
33
2 Wheeler 2776
3 Wheeler 83
Passenger Car 129
Mini Bus 32
Standard Bus 300
LCV (Freight) 79
2-Axle 37
3-Axle 574
MAV 503
Bicycle 204
Cycle Rickshaw 1
Animal Drawn 0
3.4.3 Direction Wise Traffic
Directional distribution of traffic (ADT) has been analysed and presented in the Table 3.5 below.
There is no significant variation in the directional distribution at traffic survey locations. Repeating
Table 3.5: Direction Wise Average Daily Traffic at Count Location
Km 31.900
Vehicle Type Upwards Downwards
Etawah Bewar
2 Wheeler 51.55 48.47
3 Wheeler 49.05 51.46
Passenger Car 49.39 51.27
Utility Vehicle (Jeep / Van) 51.39 48.62
Mini Bus 50.00 51.34
34
Km 31.900
Vehicle Type Upwards Downwards
Etawah Bewar
Standard Bus 50.95 49.33
LCV (Freight) 48.28 52.08
2-Axle 49.42 52.51
3-Axle 47.41 52.61
MAV 48.22 51.78
Emergency Vehicles (No Toll) 38.78 63.27
Ag. Tr. With Trailer 53.85 47.25
Ag. Tr. Without Trailer 39.29 82.14
Bicycle 56.51 43.84
Cycle Rickshaw 42.86 57.14
Animal Drawn 0.00 0.00
Grand Total (%) 50.77 49.35
Total (%) 100%
3.4.4 Annual Average Daily traffic (AADT)
AADT is the base year (2017-18) traffic. This is a product of ADT and seasonal variation factor.
Seasonal variation factor can be derived using various methods. For this survey seasonal
correction factor has been taken as 1.00. Vehicle data from toll booths, check posts etc. or sale
details of petrol and diesel fuels along the corridor are the commonly used sets of data. In the
present case fuel sale data is used, which is collected from various fuel outlets along the project
stretch. Sales of motor spirit or petrol (MS) and high speed diesel (HSD) in each month for the
last two years are used to arrive at seasonal correction factors.
AADT vehicle type wise at various locations along the project road is shown in Table 3.6. The
AADT values of base year (2017) have been used for the traffic volume projection.
Table 3.6: Annual Average Daily Traffic at Count Locations

2 Wheeler 2776
3 Wheeler 83
Passenger Car 129
Mini Bus 32
35
Standard Bus 300
LCV (Freight) 79
2-Axle 37
3-Axle 574
MAV 503
Bicycle 204
Cycle Rickshaw 1
Animal Drawn 0
3.4.5 Hourly Variation of Traffic
Average hourly variation of traffic for all count locations is shown in Figure 3.1 and Figure 3.2
below. It is observed that traffic flow in day and night has considerable variation in volume.
Passenger vehicles constitute more than 70-75% of the vehicles, resulting in drop in night traffic.
Figure 3.1: Directional Distribution of Traffic at km. 31.900
3.4.6 Composition of Traffic

Seven days average composition of traffic at survey count location is used to find the average
36
traffic composition, which is presented in Figure 3.3and Figure 3.4 below. Share of cars, 2
wheelers and slow moving vehicles are more along the highway.
Figure 3.2: Traffic Composition at km. 31.900
3.4.7 Peak Hour Details and Directional Distribution of Traffic

The hourly variation of traffic can be seen in Figure 7.3below.The proportion of day time traffic is
more than the night time traffic at both the locations. Directional split at the survey location along
with peak hour and peak hour traffic are given in Table 3.7below.
Table 3.7: Peak Hour Traffic and Directional Split
Location Peak Hour Directional Split
(Km) Period Traffic Nos. Upwards Downwards
31.900 14.00 – 15.00 435 52.58% 47.42%
37
Figure 3.3: Hourly Variation of Traffic at km. 31.900
3.5 ORIGIN-DESTINATION SURVEY
Origin Destination (O-D) surveys were conducted to elicit information related to the base
yeartravel characteristics of goods and passenger trips using the project road and likely future
traffic diversions to or from the project road. The travel characteristics obtained by O-D survey
would facilitate the identification of local and through traffic on the project road.
3.5.1 Field Surveys
The field surveys were carried out by trained enumerators and police assistance was taken to
stop the vehicles for interview of the drivers. The surveys were carried out for one day (24 hours)
continuously.
Roadside Interview method, as detailed in IRC: 102-1988, was adopted for O-D survey. The
survey was carried out for both passenger and goods vehicles for 24 hours (in both directions)
on a working.
For this purpose, cars (including new and old technology cars) and buses were considered as
passenger vehicles. Similarly, LCVs (4 & 6 Tyre), 2-Axle Trucks, 3-Axle Trucks, 4-6 Axle Trucks
and >=7-Axle Trucks were considered as goods vehicles. Trained enumerators under the
supervision of Traffic Engineers collected the travel information.
The information collected contained trip origin and trip destination. In addition, type of commodity
for goods vehicles and purpose and occupancy for passenger vehicles were also collected.
Further, trip length, frequency and acceptability of tolling to road users are -also elicited during
O-D surveys. The expansions factors have been worked out based on the average daily volumes
to the sample size collected at each location separately and given in Table 3.8.
38
Table 3.8: Percentage of Sample
Vehicle type Km 31.900

Car / Jeep / Taxi / Van 47.56%
Bus 5.55%
LCV 1.01%
Two Axle Truck 2.77%
Three Axle Truck 24.63%
Multi Axle Truck 18.47%
Total 100%
3.5.2 Zoning System
For the purpose of delineating the growth centres affecting the influence area, the
entire state was broadly divided into two regions.
The area adjacent to the project road, which contributes most of the trips observed
on the project road, constitutes IIA, whereas, other districts of Uttar Pradesh and
other states in the country constitute BIA. In all 15 zones were defined for the project.
While defining zone boundaries the following were considered:
 Important towns and industrial areas along or near the Project Road
 Important roads
 Administrative boundaries, e.g., district and state boundaries.
The list of traffic zones is presented in Table 3.9.
Table 3.9: O-D Zoning System
Zone No. Description Zone Name/District

Sharanpur, Muzaffarnagar, Badarpur, Noida,
1
Ghaziabad, Merrut, Bulandshahir, Bijnor
Aligarh, Mathura, Agra, Firozabad, Mainpuri,
2
Farrukhabad, Etah
Moradabad, Rampur, Bareilly, Budaun, Pilibhit,
3
Shahjahanpur
4 Sitapur, Hardoi, Lakhimpur
5 Etawah, Kannauj, Auraiya, Kanpur Districts of UP
6 Jalaun, Jhansi, Hamirpur, Mahoba, Lalitpur

Fatehpur, Banda, Chitrakoot, Pratapgarh,
7
Allahabad, Kaushambi
Azamgarh, Mau, Ballia, Ghazipur, Varanasi,
8
Mirzapur, Chandauli, Sonbhadra
Gonda, Faizabad, Sultanpur, Raibarelly, Unnao,
9
Lucknow, Barabanki
Zone No. Description Zone Name/District
Bahraich, Shravasti, Balrampur, sidharth Nagar,
10
Gorakhpur, Deoria, Kushinagar, Maharajganj
11 Madhya Pradesh
12 Delhi
13 Rajasthan Other States of India
14 Haryana
15 Rest of India
The vehicle wise OD matrices are attached in Annexure 5.
3.6 TURNING MOVEMENT SURVEY
Data analysis of turning movements at seven different junctions reveals that generally
peak hours are staggered. The intersection volume count data is presented in Annexure
4 to this report. Salient features of intersection counts are presented in Table 3.10.
Table 3.10: Intersection Traffic Projections
Name of
Location Peak Hour Peak Hour Flow Daily Flow
Intersection
Cross road
Type of
S. No
(Morning &
Km Towards LHS Straight RHS Veh's PCUs Veh's PCUs
Evening)
1 0.000 Kannuj - Etawah Bewar 3 Arm 19:00-20:00 850 1284 10484 13192
Since the traffic on the major junctions is less than 10000 PCU per hour, then as per
IRC SP: 41 - 1994, ‘Guidelines for atgrade intersections’, thereis no need of grade
separators. The survey data is presented in Annexure- 4.
3.7 AXLE LOAD SURVEY
Axle load survey aims at appreciating the loading pattern of commercial vehicles and
also identifying the incidence of overloading on the project road. The results of the
survey help in establishing the values of equivalent standard axle (ESA) for commercial
vehicles to design the pavement of the project road.
Generally, the axle load survey provides data to enable the assessment of the
damaging effect of the heavily loaded vehicles on the pavement. Based on the data
obtained from axle load survey (refer Annexure 6) carried out on the project highway,
VDFs of vehicles with various axle configurations are computed for standard axle loads.
The VDFs are determined by converting one truck/vehicle pass into equivalent standard
axle passes and computed by the fourth power formula, as per IRC 37, as follows:
4
Axle Load
VDF = ( )
Maximum Standard Axle Weight
Where, Maximum Standard Axle Weight is the weight specified by Ministry of Road
Transport and Highways, Government of India vide notification no. S.O.728 (E), dated
18.10.1996.
The fourth power law stated in IRC: 37 indicate that VDF increases sharply with increase
in overloading. Since the State Government recently has enabled control on the
allowable loading on the vehicles, the VDFs encountered during the Axle Load Survey
exhibit much lower values than anticipated. With the incumbent impose of overloading
control, it is very likely that there will be much less percentage of overloaded axles on the
proposed section of the NH. Considering these aspects and the VDFs determined on the
basis of standard axle loads, a more reasonable VDF values are assigned (in line with
the IRC: 37-2012 Guidelines) for the NH to compute the traffic load for designing the
pavement and the same is furnished below in Table 3.11.
Table 3.11: Values of VDF
Km 31.900
Vehicle Type
Estimated VDF Assigned VDF
Bus 0.12 1.5
LCV 0.04 1.5
2-Axle 0.22 2.5
3-Axle 0.92 2.5
MAV 0.46 2.5
3.8 TRAFFIC GROWTH RATES
3.8.1 Estimation of Traffic Growth Rates by Elasticity Method
Investment priorities are governed by traffic demand, assessed benefits and cost of the
project. Demand plays the important role, which governs which type of facility /
infrastructure to be created. This in turn determines likely benefits and costs to develop
the same. A highwa project of this nature calls for significant investment. Prediction of
traffic demand becomes an important task and has to be carried out as accurately as
possible. Accurate estimation of traffic has direct bearing on the viability of the project.
Recognizing this, efforts need to be made to carefully assess all the parameters that
help in predicting the traffic demand in future, which necessitates realistic estimation of
traffic growth rates. Traffic growth on a road facility is generally estimated on the basis
of historical trends. In the present case, traffic growth rates are estimated using elasticity
method as per IRC-108-1996. Demand changes are usually because of shifts in the
pattern of economic activities in the surrounding regions. Hence, future traffic estimation
necessitates a preview, however imprecise, of the probable pattern of future growth of
the economy.
In the absence of historical traffic census data on the project road, the future traffic has
been forecasted using transport demand elasticity approach by regression of registered
vehicles of UP with respect to socio-economic parameters viz., population, PCI, NSDP
and GDP as explained below.
3.8.2 Traffic Forecasting Methodology

The exercise of traffic growth rate estimation has been carried out using the elasticity
approach. The elasticity method relates traffic growth to changes in the related
economic parameters. According to IRC-108, 1996, elasticity based econometric model
for highway projects could be derived in the following form:
Loge (P) = A0 + A1 Loge (EI)
Where:
P = Traffic volume (of any vehicle type)
EI = Economic Indicator (GDP/NSDP/Population/PCI)
A0 = Regression constant;
A1 = Regression co-efficient (Elasticity Index)
The main steps followed are:

 Defining the Project Influence Area from OD analysis of travel pattern.
 Estimating the past elasticity of traffic growth from time series of registered vehicles
of influencing states.
 Assessment of future elasticity values for major vehicle groups, namely, cars, buses
and trucks.
 Study of past performance and assessment of prospective growth rates of state
economies of influence area.
The growth rates are found using the formulae Equation (a) & (b).
For Passenger vehicles,
G=∑ [(R*E*I)UP] ……………….Eqn. (a)
Where Ri = Growth in PCI and Population index of Uttar Pradesh

E = Elasticity Value
For commercial vehicles,
G=∑[(R*E*I)UP,(R*E*I)RoI] ……………..Eqn. (b)
Where, R = Economic index (NSDP)

E = Elasticity Value
I = Influence factor
3.8.3 Project Influence Area
A study of the socio-economic profiles of the regions comprising the project influence
area (PIA) provides an overview of the factors likely to influence the pattern of
economic development, and hence the flows and volumes of traffic on the proposed
highway. The details include population, per-capita Income, NSDP, GDP and
targeted growth rates of the economy. The profiles help to generate basic inputs for
the estimation of future growth in transport demand on the basis of past scenarios,
prospective changes in transport demand elasticity and economic growth rates. From
OD survey analysis along project road, share within Uttar Pradesh and Rest of India
has been considered as shown in the table below in estimating the growth rates.
Vehicle Type Uttar Pradesh Rest of India

Cars 100% -
Bus 100% -
Goods Vehicles 95.00% 5.00%
3.8.4 Growth of Registered Vehicles in Project Influence Area
In order to analyse the vehicle growth in the state, the vehicle registration data of
Uttar Pradesh and India have been collected. The Compounded Average Growth
Rate (%) of different vehicle types is shown in Table 3.12.
Table 3.12: Growth of Vehicle Registration in Uttar Pradesh
Year Car Bus LCV Truck

2004-05 633855 25081 73768 94191
2005-06 757019 56549 77668 94765
2006-07 777682 25134 85906 91843
2007-08 864465 25339 100273 115552
2008-09 944825 26331 117913 122520
2009-10 1071008 28127 131181 137436
2010-11 1277536 31276 153672 147159
2011-12 1484065 34428 176164 162813
CAGR 11.220% 4.039% 11.495% 7.080%
Source: MORT&H; Open Government Data; NitiAayog
3.8.5 Economic Growth of the States and All-India
The past performance of the economic indicators for the project influence area (PIA) was
also collected for the period 2004-05 to 2014-15, with the objective of establishing
elasticity of travel demand to the different economic indicators. The economic indicators
considered for the analysis include:
 Net State Domestic Product

 Per Capita Income (PCI)
 Population
Table 3.13 gives the growth of Economic indicators for Uttar Pradesh.
Table 3.13: Growth in Economic Indices of Uttar Pradesh (at 2004-05 Prices)
Year NSDP Population in lacs PCI in Rs

2004-05 231029 1784 12950
2005-06 244514 1819 13445
2006-07 263935 1853 14241
2007-08 280851 1888 14875
2008-09 302192 1923 15713
2009-10 320989 1958 16390
2010-11 346621 1995 17378
2011-12 365375 2002 18249
2012-13 384458 2034 18905
2013-14 403509 2099 19223
2014-15 427759 2133 20057
CAGR 5.760% 1.636% 4.057%
3.8.6 Transport Elasticity Demand
Description of Regression Analysis
The regression analysis tool performs linear regression analysis by using the "least
squares" method to fit a line through a set of observations. We can analyse how a single
dependent variable is affected by the values of one or more independent variables. In
the present case, registered vehicles by type are dependent variables whereas the
economic parameters are independent variables.
R Square
R Square is another measure of the explanatory power of the model. In theory, R

square compares the amount of the error explained by the model as compared to the
amount of error explained by averages. The higher the R-Square, the better it is.
Regression analysis has been carried out by creating econometric models as suggested
in IRC: 108 – 1996, using past vehicle registration data, and economic indicators such as
population and PCI for passenger vehicles and NSDP for freight vehicles. All India
registered trucks are also regressed with GDP to estimate national level elasticity value
for trucks and its growth rate. The elasticity values obtained for each class of vehicle are
given in Table 3.14.
Table 3.14: Elasticity Values Derived based on Regression Analysis for Uttar Pradesh
Vehicle Type Economic Indicators Elasticity R2 Regression Equation

NSDP 0.746 0.9917 0.746x+1.9231
Bus Population 1.882 0.9888 1.8824x-2.8602
PCI 0.925 0.9947 0.9245x+2.414
Vehicle Type Economic Indicators Elasticity R2 Regression Equation
NSDP 1.431 0.9908 1.431x-5.9418
LCV Population 3.547 0.9537 3.5478x-14.624
PCI 1.763 0.9825 1.7632x-4.897
NSDP 1.158 0.9969 1.1581x-1.7753
Truck Population 2.892 0.9735 2.8921x-8.965
PCI 1.430 0.9929 1.4301x-0.9621
3.8.7 Recommended Elasticity Values
Vehicle registration data represents all vehicles registered in the state, but does not
indicate actual number of vehicles plying on the road owing to vehicles taken off the
road due to lack of fitness certificate. Consequently, the elasticity values based on
registration data are usually higher than those based on actual traffic. Hence, there is a
need to moderate values obtained from registration data. In order to arrive at realistic
future elasticity’s for the project road; various factors relating to vehicle technology
changes besides character of traffic and travel pattern on the project road have been
considered:
 High elasticity of cars being witnessed now is because of large demand facilitated by
financing schemes and loans. Factors like growth of household incomes (particularly
in urban areas), reduction in the prices of entry-level cars, growth of the used car
market, changes in life style, growing personal incomes, desire to own a vehicle
facilitated by availability of loans/financing schemes on easy terms, etc. have all
contributed to the rapid growth in ownership of cars. However, such trend would slow
down and elasticity can be expected to decline. The elasticity obtained by using
registered vehicles is actually an overestimate for the traffic moving on sub-urban
and inter-city routes. In view of all this, combined with the travel pattern of vehicles
moving on the road, elasticity value obtained by using registration data has been
moderated for future years.
 Over the years, there is a change in passenger movement with more and more
persons shifting towards personalized modes. Moreover, buses are usually plyingon
fixed pre-decided routes and thus elasticity values for buses have been considered
accordingly.
 With the changing freight vehicle mix in favor of LCV for short distance traffic and 3-
axle/MAV for long-distance traffic, higher elasticity values for these have been
considered as compared to 2-axle trucks. Considering the ongoing technical
advancements in automobile industry, some of the standard two axle trucks would
gradually be replaced by three axle truck and MAVs, leading to reduction in number
of trucks. This shift has already started taking place in different parts of the country.
 Considering the Project Influence Area (PIA) and economic indicators of UP, the
projected elasticity values for various vehicle types are presented in Table 3.15,
which have been used to estimate the growth rates of each vehicle type. The
transport demand elasticity by vehicle type over a period of time tends to decline and
approach unity or even less. As the economy and its various sectors grow, every
region tends to become self-sufficient. Moreover, much of the past growth has been
associated with the country’s transition from a largely rural, subsistence economy to
cash based urban economy, dominated by regional and national linkages. As the
transition proceeds, its impact on transport pattern can be expected to become less
dominant. Therefore, the demand for different type of vehicles falls, over time,
despite greater economic development. The same is also clear from the relationships
of the economy and transport demand elasticity over time nationally and
internationally.
Table 3.15: Adopted Elasticity Values of Uttar Pradesh
Beyond
Vehicle Type Up-to 2020 2021-25 2026-30 2031-35 2035-40
2040
Bus 0.6623 0.7685 0.7955 0.8168 0.8341 0.8521
LCV 1.7214 1.3202 1.2609 1.2202 1.1905 1.1625
Trucks 1.2406 1.1285 1.1076 1.0926 1.0812 1.0702
3.8.8 Future Economic Growth
Against this background, any agenda for future growth of the state economies has to
take into account past trends, future prospects and the emerging challenges. The
growth prospects for the state have been developed taking into consideration the
past performance of the state economies and the economic growth envisaged for the
future. The pace with which the regional economies grow with the envisaged growth
of the state is a major contributing factor in growth of traffic.
The prospective economy growth rate of the PIA states is presented in Table 3.16.
Table 3.16: Future Growth of Economic Indicators for U.P.
Period NSDP Population PCI

Projected Growth Rates (%)
Up-to 2020 5.25% 1.57% 3.89%
2021-25 2.78% 1.13% 2.29%
2026-30 2.36% 1.06% 2.00%
2031-35 2.06% 0.99% 1.78%
2036-40 1.82% 0.93% 1.60%
Beyond 2040 1.74% 0.95% 1.55%
The estimated traffic growth rates are arrived at by multiplying elasticity values and
growth in economic factors, as tabulated in the Table 3.17for most likely scenario.
Table 3.17: Traffic Growth Rates (%) for Most Likely Scenario
Beyond
2040
Bus 7.50% 5.00% 5.00% 5.00% 5.00% 5.00%
LCV 7.50% 5.00% 5.00% 5.00% 5.00% 5.00%
Beyond
2040
2-Axle Truck 7.50% 5.00% 5.00% 5.00% 5.00% 5.00%
3-Axle Truck 7.50% 5.00% 5.00% 5.00% 5.00% 5.00%
MAV 7.50% 5.00% 5.00% 5.00% 5.00% 5.00%
3.9 TRAFFIC PROJECTIONS
3.9.1 Traffic Forecast for Non–Motorised Traffic
The slow moving vehicles essentially cater to short haul traffic, meeting localised
demand for transportation of individual passenger and goods to market centres and
urban centres. Non–motorised traffic, especially pedal cycles, will be gradually being
replaced by motorised vehicles. Therefore, it is assumed that animal drawn vehicles
and pedal cycles volume are expected to decline by a negative growth of 2% per
annum because of economic improvement. The growth rates of tractors have been
however considered as 2% per annum.
3.9.2 Total Corridor Traffic
The total traffic in Vehicle and PCU is presented in Table 3.18.
Table 3.18: Projected Total Corridor Traffic in Nos and PCUs
Km 31.900
Year
Nos PCUs
2017 1493 5976
2018 1605 6424
2019 1725 6906
2020 1855 7424
2021 1947 7795
2022 2045 8185
2023 2147 8594
2024 2254 9024
2025 2367 9475
2026 2486 9949
2027 2610 10446
2028 2740 10969
2029 2877 11517
2030 3021 12093
2031 3172 12698
2032 3331 13332
2033 3497 13999
2034 3672 14699
2035 3856 15434
Km 31.900
Year
Nos PCUs
2036 4049 16206
2037 4251 17016
2038 4464 17867
3.9.3 Capacity Analysis
Capacity analysis for project road has been carried out in order to define the Level of
Service (LoS) offered by road sections under the prevailing roadway and traffic
conditions.
Capacity and design service volumes for various lane configurations are specified in
IRC: SP: 73 - 2015, ‘Manual for Standards and Specifications for Two-Laning of
State Highways through Public Private Partnership’. The project stretch passes
through plain terrain predominantly. The capacity standards considered is as given in
Table 3.19.
Table 3.19: Design Service Volume Standards
Road Terrain Design Service Volume in PCUs per day

2 Lane with paved shoulder Plain 18000
3.10 CAPACITY AUGMENTATION PROPOSALS (LANE REQUIREMENT)
From km 0.000 to km 30.000 the project road is presently in two lane facility without
paved shoulder and the traffic volume coming in 2038 is less than 18000PCU, so
seeing the future scenario it is recommended to widen the existing road from two
lane without paved shoulder to two lane with paved shoulder.
4.0 ENVIRONMENTAL ASPECTS OF THE PROJECT
4.1 INTRODUCTION
The Uttar Pradesh Public Works Department (UPPWD) through MoRT&H has
appointed M/s. Redecon (I) Pvt. Ltd. for providing the required Consultancy Services
for “Feasibility study and preparation of Detailed Project Report for improvement and
up-gradation of newly declared National Highways including existing NH-91A, NH-92,
NH-97 & NH-28B in the State of Uttar Pradesh- Pkg- V”.
MoRT&H&Redecon (I) Pvt. Ltd. on 28th July, 2017 and soon after UPPWD instructed
Redecon (I) Pvt. Ltd. to commence the Assignment, and the project activities.
Asia Pacific Infracon has been assigned for Environmental Screening as well as
Environmental Impact Assessment Studies & Environment Management Plan.
4.2 LEGAL AND POLICY FRAMEWORK
Various environmental regulations and policies of Government of India, Uttar

Pradesh state Government have been reviewed with respect to the proposed project
activities. Based on the study, the requirements of various clearances and permits for
different activities have been identified for the project as listed below.
Table 4.1: Acts related to the project and its objective
National Act Year Objective Authority

Environment (Protection) To protect and improve the
1986 MoEFCC, CPCB
Act and amendments overall environment
Notification on
Environment Impact To provide environmental MoEFCC, CPCB,
Assessment of clearance to new development UPPCB, and State
Development projects (and 2006 activities following Environmental Impact
amendments) (referred to environmental impact Appraisal committee
as the Notification on assessment. (UP).
Environmental Clearance)
MoEFCC, and State
Forest (Conservation) Act 1980 To protect and manage forests
Forest Dept.
To provide for the prevention
Water (Prevention and
and control of water pollution
Control of Pollution) Act
1974 and the maintaining or CPCB, and UPPCB,
(and subsequent
restoring of wholesomeness of
amendments)
water.
To provide for the prevention,
Air (Prevention and
control and abatement of air
Control of Pollution) Act CPCB,UPPCB, and
1981 pollution, and for the
(and subsequent Transport Department
establishment of Boards to
amendments)
carry out these purposes.
The Hazardous Wastes 2009 The rule provides prevention MoEFCC, CPCB, and
(Management, Handling for mishandling of Hazardous UPPCB
and Transboundary Wastes and gives a process to
Movement) Rules, control and transport the
same.
The rule facilitates and
The Municipal Solid provides methods to manage
MoEFCC, CPCB, and
Wastes (Management and 2000 the Municipal Solid Wastes in
UPPCB
Handling) Rules, an efficient and reusable
manner.
Due to its contamination and
The Bio-Medical Waste
hazardous nature the Bio-
(Management and MoEFCC, CPCB, and
1998 Medical Wastes to be handled
Handling) Rules, and UPPCB
and treated in compliance to
amendments
the rules.
Due to widespread use of
E-waste (Management electronic gadgets and MoEFCC, CPCB, and
2011
and Handling) Rules, equipment for industries and UPPCB
office complexes
Work place noise is covered
under Indian factories Act,
The Noise Pollution 1948 but this rule provides
MoEFCC, CPCB, and
(Regulation and Control) 2000 safety against noise in
UPPCB
Rules, and amendments ambient condition with
generation of noise by certain
point and area source.
Fly ash in construction
activities, Responsibilities of
Thermal Power Plants and MoEFCC, CPCB, and
Fly Ash notification 2007
Specifications for use of ash- UPPCB
based products/ responsibility
of other agencies,
 The main objective of the
Public Liability Insurance Act
1991 is to provide for
damages to victims of an
accident which occurs as a
Public Liability Insurance result of handling any MoEFCC, CPCB, and
1991 hazardous substance. The Act
Act UPPCB
applies to all owners
associated with the production
or handling of any hazardous
chemicals.
The Chemical Accidents 1996 This rule ensures the MoEFCC, CPCB, and
(Emergency Planning, preparedness for the UPPCB
Preparedness and emergencies caused by
Response) Rules, chemical hazards.
To regulate the employment
and conditions of service of
Building and Other
building and other construction
Construction Workers
workers and to provide for Ministry of Labour and
(Regulation of 1996
their safety, health and welfare Employment
Employment and
measure and for other matter
conditions of Service) Act.,
connected therewith or
incidental
Set out procedures for
Land and Land
The Land Acquisition Act 2013 acquisition of land by
Revenue Department
government
To control vehicular air and
noise pollution. To regulate
Central Motor Vehicle Act
1988 development of the transport Motor Vehicle
Central Motor Vehicle
1989 sector, check and control Department
Rules
vehicular air and noise
pollution.
Archaeological Dept.
GOI, Indian Heritage
Ancient Monuments and Conservation of Cultural and
Society and Indian
Archaeological sites and 1958 historical remains found in
National Trust for Art
Remains Act India.
and Culture Heritage
(INTACH).
4.2.1 THE WORLD BANK GUIDELINES
As per the World Bank’s Environmental Safeguard policy, the project coordinating
entity or implementing institution carries out Environmental Assessment (EA) during
the preparation of each proposed project according to country requirements and the
requirements of this policy. The World Bank appraises and recommends to
strengthen the capabilities of the coordinating entity or the implementing institution to
(a) screen subprojects, (b) obtain the necessary expertise to carry out EA, (c) review
all findings and results of EA for individual subprojects, (d) ensure implementation of
mitigation measures (including, where applicable, an EMP), and (e) monitor
environmental conditions during project implementation. The provisions are
discussed in the table given below:
Table4.2: Policy provisions in World Bank Guidelines
Aspect Objective Description Requirement

The objective of this policy The environmental
OP Environmental EIA and/or EMP
is to ensure that Bank issues will be
4.01 Assessment Required.
financed projects are addressed adequately
environmentally sound and in advance an
sustainable (Refer integrated
analysis part in text below Environmental
for details) Screening and
Environmental
assessment (EA) with
an Environmental
Management Plan
(EMP) will be
developed to manage
environmental risks
and maximize
environmental and
social benefits
wherever it is
applicable.
The policy recognizes that This policy may be
the conservation of natural triggered by The
habitats is essential for Project due to
EIA and EMP
long-term sustainable improvement activity
requires
development. The Bank, of road requiring
specialized
therefore, supports the forest/ wildlife lands,
surveys, which
protection, maintenance locating close to the
will be conducted
and rehabilitation of natural habitats with
at the locations
Natural natural habitats in its the potential to cause
OP wherever wildlife
Habitats project financing, as well significant adverse
4.04 sanctuary,
as policy dialogue and impact or degradation
national park or
analytical work. The Bank of natural habitats
any other eco-
supports and expects the whether directly
sensitive area is
Borrowers to apply a (through construction)
encountered in
precautionary approach to or indirectly (through
the project.
natural resources human activities
management to ensure induced by the
environmentally project).
sustainable development
This policy focuses on the
management, Forest land
conservation, and diversion
Impact of widening
sustainable development Application to be
/construction activities
OP of forest ecosystems and prepared and
Forests on Forest areas
4.36 resources. It applies to submitted to
required to be taken
project that may have forest
care of.
impacts on Department, if
(a) health and quality of required
forests;
(b) Affect the rights and
welfare of people and their
level of dependence upon
forests and projects that
aim to bring about
changes in the
management, protection or
utilization of natural forests
or plantations, whether
they are publicly, privately
or community owned. The
Bank does not support the
significant conversion or
degradation of critical
forest areas or related
critical natural habitats.
Relocation of people is
expected due to this
The objective of this policy project. However,
is to avoid or minimize there may be need for
involuntary resettlement limited land acquisition
where feasible, exploring for some project
all viable alternative activity. (This policy is
project designs. triggered not only
Furthermore, it intends to when physical
OP assist displaced person in relocation occurs, but
Involuntary Resettlement
4.12 improving their former also by any loss of
Resettlement Action Plan
living standards; land resulting in:
community participation in relocation or loss of
planning and implementing shelter; loss of assets
resettlement; and to or access to assets;
provide assistance to loss of income sources
affected people, or means of livelihood,
regardless of the legality of whether or not the
title of land affected people must
move to another
location).
This policy aims at This policy may be
assisting in the affect in those areas Application has
OP Physical preservation of cultural where cultural to be prepared
4.11 Cultural property, historical, property, historical, and submitted to
Resources religious and unique religious and unique Archeological
natural value-this includes natural value this department
remains left by previous includes remains left
human inhabitants and by previous human
unique environment inhabitants and unique
features, as well as in the environment features
protection and may be affected during
enhancement of cultural widening and
properties encountered in strengthening work of
Bank financed project. the project.
The World Bank has classified the type of projects into following categories
depending on the extent of the impact on environment:
Category A:
A proposed project is classified as Category A, if it is likely to have significant
adverse environmental impacts that are sensitive, diverse, or unprecedented. Such
project requires full EIA study.
Category B:
A proposed project is classified as Category B if it’s potential adverse environmental
impacts on human populations or environmentally important areas— including
wetlands, forests, grasslands, and other natural habitats—are less adverse than
those of Category A projects. These impacts are site-specific; few if any of them are
irreversible; and in most cases mitigation measures can be designed more readily
than for Category A projects.
Category C:
A proposed project is classified as Category C if it is likely to have minimal or no
adverse environmental impacts. Beyond screening, no further EA action is required
for a Category C project.
Category FI:
A proposed project is classified as Category FI if it involves investment of Bank funds
through a financial intermediary, in subprojects that may result in adverse
environmental impacts.
Thus for Category-A project detail Environmental Assessment would be required. For
the project requiring Environmental Clearance from the MOEF&CC, detailed
Environmental Impact Assessment would be required in accordance with the
Environmental Impact Assessment Notification, 2006 and amended thereafter. For
Category-B projects site specific EA is required and a generic environmental
management plan (EMP) would be required. For Category C projects no study
beyond environmental screening is required.
4.3 ANALYSIS OF ALTERNATIVES
Various alternatives have been examined and compared based on technical,

economical environmental and social parameters to suitably suggest the candid
alternative.
Table 4.3: Checklist of Impacts due to the Proposed Project
Without Project With Project Scenario

Environmental Scenario
Sr. Factors No bypasses/re- Only small Re-alignment
With Bypasses
No. alignment at critical sections
Positive Negative Positive Negative Positive Negative Positive Negative
Due to
Due to
improper
improper
drainage Limited
drainage Drainage in
system, sections
All weather system, road few section Existing Existing
1 _ _ road may may get
Accessibility may get will be Bypass Bypass
get flooded good
flooded improved
during drainage
during heavy
heavy
rains.
rains.
Due to
congestion
With
accidents In densely
realignment in
may populated/
Due to critical
increase at congested
Road Safety/ congestion sections, road Existing Existing
2 _ _ heavily areas,
Accident rate accidents safety would Bypass Bypass
populated accidents
may increase increase in
areas and may
these
at critical increase.
sections.
road
sections
With Bypasses
Increased
Increased
cost due to
cost due to
heavy
heavy traffic Increased
traffic at More
at populated/ costs due
populated / comfortable
Transportation congested to more
congested driving at
/ areas. And wear &
areas. And critical Existing Existing
3 vehicle _ also more _ tear at
also more sections due Bypass Bypass
maintenance wear & tear heavily
wear & tear to section
/operating cost because of populated/
because of improvement
frequent congested
frequent / realignment.
application of areas.
application
sudden
of sudden
brakes.
brakes.
Travel time No
Travel time is
Travel time / is more due significant
more due to Existing Existing
4 increased _ _ to less _ change in
less speed & Bypass Bypass
speed speed & travel time
congestion
congestion or speed
Minor Small
Change in
change in change in No Existing
5 Land use _ _ _ _
land use land use Bypasses Bypass
pattern
pattern pattern.
With Bypasses
Very little
Loss of More loss loss of
Property of property property Existing Existing
6 _ _ _ _
and & and minor Bypass Bypass
livelihood livelihood. loss of
livelihood.
Change in
Environmental Existing Existing
7 _ _ _ _
quality during Bypass Bypass
construction
Project road
will further
Change in
deteriorate No
Environmental Existing Existing
8 _ and more _ _ significant
quality after Bypass Bypass
dust and change
construction
noise
pollution
With Bypasses
greater loss Small

Loss of
of vegetative amount of Existing Existing
9 vegetative _ _
cover than vegetative Bypass Bypass
cover
other options cover loss
Difficulty in Difficult y in
Access to basic Difficulty
accessing accessing
facilities such in
the basic the basic Existing Existing
10 as Markets, _ _ accessing
facilities due facilities due Bypass Bypass
schools, the
to heavy to heavy
Hospitals etc. facilities
traffic. traffic.
Limited
business
Employment Minor
opportunities. Limited
opportunities & increase in Existing Existing
11 _ Overall business
local economy business Bypass Bypass
development opportunities.
growth. opportunities
of area will
be affected.
With Bypasses

Others
Increase in
fuel
consumption,
dust pollution
& vehicular Minor savings
Existing Existing
12 _ emission. - on fuel
Bypass Bypass
And overall consumption.
affected
economy of
the state will
be
4.4 ENVIRONMENTAL CONDITION OF AREA
4.4.1 PROJECT AREA DISTRICT, MAINPURI AND ETAWAH

Mainpuri district is one of the districts in Agra division of Uttar Pradesh state. Mainpuri town is
the district headquarters. It lies between North Latitude 260 53' to 270 31' and East Longitude
780 27' to 790 26'. The district is bounded on the North by Etawah District, on the East by
District Farrukkhabad and Kannauj, on the South by District Etawah and on West by the District
Firozabad and Etah.
The total geographical area of the district is 2745 sq. k.m. According to the 2011 census, Project
area district has a population of 1,847,194. Mainpuri is a major trade centre for agricultural
products in the state. Paddy, wheat, potato, groundnut, mustard and garlic are the major crop of
the district. The Cotton ginning, oilseed milling, and lamp and glass manufacture constitute the
prominent industries. The town is also renowned for its tobacco and wooden sculptures. The
Places of tourists interests in the Districts are Fort of Maharaja Tej Singh Chauhan, The Raja's
palace, The Garhi, Phoolbagh and Lohia Park, Sheetla Devi Temple, BhimsenMandir,
ChandeshwarMandir, twin Shiv Temples of Kale Mahadev and ShweatMahadev and Hanuman
Temple etc.
Demographics
According to the 2011 census Mainpuri district has a population of 1,847,194. The district has a
population density of 670 inhabitants per square kilometre (1,700/sq mi). Its population growth
rate over the decade 2001-2011 was 15.69%. Mainpuri has a sex ratio of 876 females for every
1000 males, and a literacy rate of 78.26%.
Topography:
The district generally presents the appearance of and extensive plain broken only by the sand
ridges on the western border, the rolling sand hills and undulations of the Kali and Isan rivers,
and the ravines along the Yamuna to the south- west. The Kali Nadi forms the boundary of this
plain on the North and the North-East, and the Yamuna encloses it on the south-west. Both
these rivers flow towards the south-east, and between them. In almost parallel courses, run the
four smaller streams, the Isan, The Arind, The Sengar, and the Sirsa, following the genral slope
of the country from North-west to South-east. Taking the district from North to South, the
average fall of the rivers, excluding the Yamuna, in 1.5 feet per mile, and the average slope of
the surface of the country is 1.2 feet per mile. A line of levels taken across the district from the
Yamuna to Kali shows that the watershed of the streams running through it at the poing of
intersection are almost exactly the same height above the level of the sea. The highest point in
the district is only 139 feet above the lowest.
RAINFALL AND CLIMATE
The normal rainfall in Mainpuri district is 732.3 mm (1981-2010 records) of which 88% is
contributed from monsoon season (June to September) and remaining 12% rainfall occur during
Non-monsoon period.
Climate:
The climate of the district is sub-humid and characterized by hot summer and bracing cold
season. After February there is continuous increase in temperature till May which is generally the
hottest month. The mean daily maximum temperature in May is 42.2 0C and the mean daily
minimum is 26.2 0C. Maximum temperature rises up to over 46 0C with rise of the monsoon in
June there is an appreciable drop in the day temperature. The mean monthly maximum
temperatures are 32.8 0C and mean monthly minimum temperature is 16.5 0C. During the south
west monsoon season the relative humidity is high and after the withdrawal of the monsoon
humidity decreases. The mean monthly morning relative humidity is 67%, and mean monthly
evening relative humidity is 50%. Winds are generally very light. During the period May to
September winds often blow between northeast & southeast directions. The mean of wind
velocity is 3.5 kmph. The potential evapo-transpiration is 143/.7 mm.
Soil:
Generally speaking the soils of the district are typical of those found elsewhere in the Indo-
Gangetic plain, and are classified on two principles according as the distinctions recognized are
natural or artificial both are well understood and commonly employed by the cultivator. Of the
natural divisions Bhur is the name of the soil containing a large proportion of sand, while Matyar
is the name of that containing a large proportion of clay, and between these two exterms is a
loamy soil called Domat is known as Pilia, coming between Domal and Bhur. The distribution of
the soil appears to be connected with the rapidity of the drainage of surface water from almost
flat alluvial plain, for sand is found wherever there is a river with a comparatively deep bed within
a few miles, and clay is common east near swamps and other ill- definhed drainage lines, and it
is manifeste that the finer particle of clay having a low inertia are washed out of the higher tracts
into the depressions and deposited under favourable circumstances, but where the drainage is
too fast to permit of their being deposited they are carried down. The barren soil known as Usher
found at the heads and partly down the courses of the smaller rivers such as Ahnaiya and
Puraha, the Sengar and Arind and the numerous minor esteems, and appears to be clayey
deposit too compact to permit of cultivation in places too imperegnated with Reh and other
deleterious mineral substances to permit growth of even grass.
AGRICULTURE
Principal Crops of Project area
Project area is a major trade centre for agricultural products in the state. Paddy, wheat, potato,
groundnut, mustard and garlic are the major crop of the district.
Kharif: The main kharif cereals in the district in order of the area they cover are, maize, bajra and
rice. Among the kharif pulses are urd, moong and moth are the main crops though they occupy
very small areas. The kharif crops are sown in Asadha-Sravana and reaped in Ashwin-Kartika
after the cessation of the rains, usually well before the preparation of the fields.
Rabi: In the rabi the lead is taken by wheat, which is the most valuable of all the food-grains. It is
sown alone as well as mixed with barley, gram, pea or mustard. Of the pulses only arhar and
masur are important. Rabi sowings begin in October-November i.e. Kartika-Agrahayana and are
harvested in April-May (Chaitra-Vaisakha-Jyaistha).
Zaid: It is of very little importance and consists of melons, kakri, khira, vegetables, spices,
tobacco, legumes and a number of low grade cereals.
Non-food Crops: Sugarcane, oil-seeds like ground-nut, mustard, sesame, rapeseed and linseed,
vegetables and fruits, sunn-hemp, jute cotton and tobacco are the non-food crops in the district.
GEOGRAPHY
Boundaries and Area: Project area is a District of Agra Division, Uttar Pradesh, India, is bounded
on the North by Etah District, on the East by District Farrukkhabad and Kannauj, on the South by
District Etawah and on West by the District Firozabad and Etah. It lies between North Latitude
260 53' to 270 31' and East Logitude 780 27' to 790 26'. The area of the district is 2745 sq. k.m.
and population is 13,11,492 in 1991.
Rivers:
Kali Nadi: The Kali Nadi forms the north-eastern boundary of the district separating it from Etah
and Farukkhabad. It is a narrow stream, but perennial, and even during the spring and summar
month is only fordable at certain places there is a bridge of 545 feet spans on the Farukkhabad
road near the village fo Sakar Bewar and the railway to Farukkhabad crosses it at
DayanathnagarMota by a bridge of ten spends of 70 feet elsewhere it is crossed only by ferries
at Allupura, HannyKhera, Bhanay, Rajghat, Devinagar and Pratabpur in the Etah District and
Rupnagar in Farukkhabad. It is in the glory in bad seasons when the rains have been light, when
the rainfall is above the average the soil becones water logged, Reh is thrown to the surface,
and the seeds ferminates but sparsely. Eater is found close to the surface all over the Khadir,
often at a depth of only a few inches, and where wells are needed they can be dugged in good
firm soil.
Isan: Next to the Kali comes the Isan, which is here a considerable stream, fordable only in a few
places in the rains. But during the remainder of the year the volume of running water is small,
and in years of unusual drought there is no apparent stream, but the pools that remains are fed
by the springs. During the first part of its course and to within four miles of its junction with Kali
Nadi about three miles north-west of Project area, it runs through a loam and usar country, has a
comparatively shallow bed, and often overflows the neighbouring lands in time of flood. There
are few places wherer the Isan spreads out to several hundred yards, but as a rule banboo rafts,
supported on earthern vessels, are used for crossing. From Project area downwards the river is
good deal used for irrigation, though the sandy ridges along its banks ofter prove and
insurmountable obstacle, aand occasionally earthen embankments are constructed at Unchha
Islamabad near the Farrukkhabad border and another is regularly constructed every year just
beyond the border.
The Arind or Rind: The Arind (or Rind as it is called further down its course) is a very insignificant
stream in this district, which it enters to the north of parganaMustafabad, between the Etawah
and Kanpur branches of the Ganges Canal, and treverses is an exceedingly sinuous course from
the extreme north-west to the extreme south-east corner. A straight line from its point of entry to
its point of exit is almost the longest which could be drawn on the district map. It presents a
striking contrast to the Kali and Isan.
Lakes:
Project area abounds in swamps and marshes, particularly in its central portion but few of them
are of sufficient size or permanence to deserve the name of lake. Mention will only be made here
of the more considerable ones, and for the others reference should be made to the accounts of
parganas. In all 36,870 acres are recorded in the revenue record as under water. Even the
largest, as they are seldom supplied from springs. There is also a long narrow lake of
considerable size to the south-west of Project area city, between it and the Kanpur branch of the
Ganges canal, which drains by two cuts towards the Isan.
Drainage:
The general slope of the country is from north-west south east, and this is the direction in which
the rivers run and which is therefore followed in the main by the drainage. There are however,
numerous inequalities of surface caused by the greater or less elevation of the river beds and by
the sand bridges, and the general disposition of the drainage differs somewhat indifferent
portions of the district. In the center tract, which lies highest, the main drainage arteries are the
Isan and the Arind. ParganaKarhal has been seriously affected by the canal. The Kali and Isan
and their catchment basics all belong to the Ganges system, and all the other rivers to that of the
Yamuna.
Waste Land: The barren land consists for the most part of usar Plains.
Forests:
Total area covered in the district is 2154 hectare. A considerable area of the barren land is
covered with dark jungle. A great deal of waste land covered with the coarse grass known locally
as ganra (gandhar) or sinkh. The ganra is used for thatching and for making ropes and mats.
The babul grows in large clumps on the user plains and is, indeed, the only tree which flourishes
on them. Its cultivation has for some time past been encouraged by the increase of moisture due
to the canals and the great demand for wood both for fuel and carpentry. Its timber is hard and
close-grained and is much used for building purposes, fuel and charcoal.
HISTORY
Project area anciently formed part of the great kingdom of Kanauj, and after the fall of that
famous state it was divided into a number of petty principalities, of which Rapri and Bhongaon
were the chief. In 1194 Rapri was made the seat of a Moslem governor. Project area fell to the
Moguls on Baber's invasion in 1526, and, although temporarily wrested from them by the short-
lived Afghan dynasty of Shere Shah, was again occupied by them on the reinstatement of
Humayun after the victory of Panipat. Like the rest of the lower Doab, Project area passed,
towards the end of the 18th century, into the power of the Mahrattas, and finally became a
portion of the province of Oudh. When this part of the country was ceded to the British, in 1801,
Mainpuri town became the headquarters of the extensive district of Etawah, which was in 1856
reduced by the formation of Etah and Mainpuri into separate collectorates. On the outbreak of
the Mutiny in.1857 the regiment stationed at Mainpuri revolted and attacked the town, which was
successfully defended by the few Europeans of the station for a week, until the arrival of the
Jhansi mutineers made it necessary to abandon the district.
GEOMORPHOLOGY & SOIL TYPES
Geomorphology:
The district forms part of the Central Ganga Alluvial Plain (Upper Gangetic Plain as per the Agro-
climate zone classification) which is an extensively leveled tract intercepted by sand ridges on its
western border, the rolling sand hills and undulations of the Kali and Isan rivers. The terrain has
gentle slope from north-west to south-east with a gradient of 0.2 m/km.
Soil Types:
Broadly four types of soils found in the area are those which generally occur in Ganga alluvial
plain. These are briefly described as follows; Bhur: Youngest soil occurs along river beds and
contain large portion of sand. Matiyar: Occur in low lying areas and contain large portion of clay.
Dumet: It is a loamy soil with dark colour, having clay and sand in equal proportion and can be
categorized as intermediate type of bhur and matiyar. Such soil generally occurs in the upland
areas. Pilia: A lighter soil then Dumet and is an intermediate type of Dumet and Bhur. Land
Affected by Alkalinity (Sodic Soil): The shallow water level conditions along the lower Ganga
canal system at places led to formation of usar (Reh) as is evident in Karhal tehsil and at some
villages in Mainpuri and Bhogaon tehsils. The mainpuri tehsil, in particular is highily infested with
alkalinity.
Hydrogeology:
Water Bearing Formation: Exploratory data of C.G.W.B. in Project area inferred that the
thickness of the alluvial material in the area is around 300m. Aquifer disposition model of U.P.
which incorporates the deep borehole data of O.N.G.C. and O.I.L. also reveals that in the area,
approximately 300-400m thick Quaternary alluvium deposited directly over Vindhyan formation of
Pre-Cambrian age. An approximately 70m thick aquifer zone lies at a depth range of 30mbgl
which is regionally extensive. This zone bifurcates towards NW-NE directions, giving rise to a
multiple sand layers in Mainpuri and Bhogaon area at different depths levels. Two to three sand
beds are inter layered with clay and Kankar beds in discrete manner. A thick 30 to 40m gravel
bed lies below 190mbgl in adjoining Bidhuna area as encountered at Laharpur exploratory bore
hole of C.G.W.B. the gravel bed admixed with ferruginous material is derivative from southern
province. Occurrence of Ground Water: As mentioned earlier, the entire area is underlain by
Quaternary alluvium comprising mainly clay, Kankar, sand & gravel over the basement of
PreCambrianVindhyan formation. Different grades of sand & gravel form the multiaquifer system
in the area. Ground water occur under water table condition in phreatic zones & under semi-
confined to confined condition in deeper zones.
Depth to water level:
To monitor the nature of water level and its diurnal behavior, ground water monitoring well
established in the district are being monitored four times in a year. Pre-monsoon and post-
monsoon water level data are collected during May and November months respectively. Depth to
water level maps for pre-monsoon and post monsoon periods (Plate-2&3) have revealed that the
entire area can be divided into different zones on the basis of depth to water ranges. Fairly a
large area has shallow to moderate depth to water conditions. Depth to water level generally
varies between 1.27 & 9.00mbgl in the area. However, exceptionally very deep DTW recorded at
Barnahal well where it was about 24.50 m bgl during Pre-monsoon and 24.15 m bgl during post
monsoon period of 2012. In canal command area, falling in Kurawali, Sultanganj, Bewar,
Mainpuri& some parts of Karhal block, the depth to water level rests between 2.0 & 4.0 m bgl
during pre-monsoon period. The shallow depth to water level may be due to unregulated canal
irrigation by local farmers and or seepage from the various distributaries of lower Ganga canal
system. The area under shallow water level (depth to water level rests between 2.0 & 4.0m bgl)
during pre-monsoon, further expands during post-monsoon period covering some more parts in
Ghiror, Kurawali, Sultanganj, Bewar&Karhal blocks and categorized as arear prone to water
logging. Few patches along major canal even show water logged conditions where depth to
water level raised to near ground surface or within 2m bgl such area exist in Karhal block(Plate-
2&3). Relatively deep ground water level (DTW >8 m bgl) has also been observed in a small
area located around Mainpuri town & in parts of Barnahal block. Seasonal Water level
fluctuation: The seasonal water level fluctuation has been computed from the water level data
obtained from the GWM wells monitored in the area during pre-monsoon & post-monsoon
period. Fluctuation in water level is outcome of mainly the amount of rainfall received by the area
& G.W. draft taken from the ground water reservoir. Besides many other factors viz. base flow of
rivers, evaporation losses, seepage from canal etc. also control the inflow and outflow of ground
water. In the year 2012 the fluctuation of ground water level in the area ranges from minimum (-)
0.02m at NaglaBhujia in Barnahal block to a maximum (+) 2.32 m at Ghiror in Ghiror block. The
area where unusually negative fluctuation is recorded indicates further lowering of water levels
during post monsoon period. From these observations it is inferred that such areas have
moderate to low recharge over the ground water draft during the period.
Long Term Water Level Trend:
Water level trend analysis of 9 National Hydrograph stations of the area for last 10 years (2003 -
2012) reveals that out of 9 stations 5 stations show significant declining trend in pre-monsoon
water level to the tune of 0.0015 m to 0.6184 m/year, while the other 4 stations of the district
shows rising trend in pre-monsoon water level of the order of 0.0217 m/year to 0.1593 m/year,
which may be a local effect of canal irrigation/ seepage.
Hydrogeological Characteristics of Aquifer:
The hydrological records of a number of wells constructed in the district for irrigation and drinking
water purposes indicates that the yield of the wells varies between 13.00lps to 48lps by creating
the drawdown ranging from 4m to 18m & their specific capacity from 9.43 to 90.68lps/m of
drawdown. In these tube wells the static water level rests between 3.00 to 11.00mbgl.
Exploratory Tube Well Organization (E.T.O.) had in its exploratory programme during 1957-58
drilled a bore hole at Sonai Village down a depth of 153.92m. The well was converted into
production well by tapping 34m thick gravel zone at the depth range of 42m to 80mbgl. Hydro
geological test conducted through turbine pump reveal transmissivity of aquifer zone as 587m 2
/day and hydraulic conductivity of the order of 17m/day. One exploratory well (depth 302.94m)
was constructed by C.G.W.B. at bordering Dharwar village in adjoining Etawah district tapping
deeper granular zones of 42m thick from the depth range of 141.0 to 219.0m and obtained 35 lps
discharge at a moderate draw down of 5.72m. The transmissivity of aquifer zones estimated as
1760 m2/day & Hydraulic conductivity of 42 m/day.
Ground Water Quality:
Ground water quality in phreatic aquifers, in general, is colourless, odorless and slightly alkaline
in nature. The specific electrical conductance of ground water in phreatic zone was in the range
of 500 - 2260 µs/cm at 25oC. Conductance below 750 µs/cm at25oC has been observed in 50%
of samples analysed, where as conductance exceeding 2250 µs/cm at 25oC has been observed
in only one sample analysed from Kishni block. It is observed that the ground water is suitable
for drinking and domestic purposes in respect of all the constituents. Fluoride and Nitrate
contents are well within the prescribed limits. Phosphate is not detected from the ground water
samples analysed. The Arsenic content has been found maximum upto 14 µg/lit. in few ground
water samples. Other heavy mettles are well within the BIS limits.
BIODIVERSITY
In Project area district more than 40% area of the total land area is under forest. Forest is big
sources of revenue of the district. Many of the village of this district lies in thick forest area.
Project area district lies partially under the rain shadow area. Around 4000 trees are likely to be
impacted due to project.
SOCIO-ECONOMIC PROFILE
The Project area district is primarily rural and most of the population resides in villages. Tribal
population of the district still lives in forest tract. The speed of urbanization has been extremely
slow due to rural economy based on agriculture. Project area has a sex ratio of 933 females for
every 1000 males, and a literacy rate of 62.18%. The district headquarter is Project area. Project
area has a sex ratio of 933 females for every 1000 males, and a literacy rate of 62.18%.
HEALTH, SAFETY AND HYGIENE OF CONSTRUCTION WORKERS
The most significant impact of the project on public health is likely to arise from construction
camps. These camps are anticipated to house up to 500 people for a period of 30 - 40 months.
Given this concentration of people, the potential for disease and illness transmission will
increase.
LAND ACQUISITION
Land acquisition proposed for the project shall be finalized after Land Acquisition.
4.5 EIA REPORT FORMAT
Introduction
Purpose of the report
 Identification of project & project proponent
 Brief description of nature, size, location of the project and its importance to the country,
region
 Scope of the study – details of regulatory scoping carried out (As per ToR)Project
Description
 Type of project
 Location (maps showing general location, specific location, project boundary & project
site layout)
 Size or magnitude of operation (incl. Associated activities required by / for the project)
 Project Development Plan and land use suitability analysis
 Project description including drawings showing project layout, components of project etc.
Schematic representations of the feasibility drawings which give information important for
EIA
Analysis of Alternatives (Technology & Site)

 Description of each alternative
 Summary of adverse impacts of each alternative
 Mitigation measures proposed for each alternative and selection of alternative
Description of Environment
 Study area, period, components & methodology
 Establishment of baseline for VECs, as identified in the scope
 Base maps of all environmental components
Impact assessment and Mitigation measures

 Details of investigated environmental impacts due to project location, possible accidents,
project design, project construction, regular operations, final decommissioning or
rehabilitation of a completed project
 Measures for minimizing and / or offsetting adverse impacts identified
 Irreversible and irretrievable commitments of environmental components
 Assessment of significance of impacts (Criteria for determining significance, assigning
significance)
 Mitigation measures
Environmental Management Plan

 Description of administrative aspects that ensures proper implementation of mitigative
measures and their effectiveness monitored, after approval of the EIA
 Environmental Cost and Budget
Environmental Monitoring Program

 Technical aspects of monitoring the effectiveness of mitigation measures (incl.
measurement methodologies, frequency, location, data analysis, reporting schedules,
emergency procedures, detailed budget & procurement schedules)
 Additional Studies
 Social Impact Assessment; R&R issues
 Public consultation
 Corporate Social Responsibility
 Disaster management Plan including Emergency evacuation plan
Summary & Conclusion (Constitute the summary of the EIA Report)

 Overall justification for implementation of the project
 Explanation of how, adverse effects have been mitigated
4.6 ENVIRONMENT MANAGEMENT PLAN
Based on the EIA study the mitigation measures will be suggested and a comprehensive
management plan will be proposed. The EMP will include the following:
 Pollution control measures (air, water, noise, soil etc.)
 Water conservation, treatment and disposal
 Solid/hazardous waste management
 Training and Monitoring requirement for the project
 Occupational Health and Safety Measures
 Traffic Management Plan
 Green Belt Development and Landscaping Plan
 Social impacts and concerns will also be identified and an outline of Rehabilitation and
Resettlement Plan will support further.
4.7 PUBLIC CONSULTATION
Preliminary consultation has been carried out at Bewar, Etawah. Public Consultation will be
carried out all along the project corridor at selected places at the next stage. The environmental
concerns will express during the consultations shall be incorporated to finalize EIA/EMP reports.
4.8 ENVIRONMENTAL MONITORING PLAN AND FRAMEWORK
Based on the nature and type of environmental impacts anticipated, mitigation measures for
preventing / minimizing the same are being identified and an Environmental Management Plan
will be recommended both for the project execution and operation phases. Monitoring
requirements and institutional responsibilities for the implementation of the suggested
management plan shall be identified as part of this task. The cost for implementing the proposed
environmental mitigation measures will be worked out and presented in the report for necessary
budgetary allocations as part of the project cost.
The budgetory provisions has been estimated as per requirement of the forest department,
MoEFCC, CPCB requirements of the compulsory Compensatory Afforestation and other
compliances for the project.
Table 4.4: Components and Budgetary Provisions

cost ty ost(inI
(INR NR)
)
A MitigationCost (Per Package)
1 WaterQuality Construction Oil No. 40000 2 80000

interceptorsatcamps(2oilinter
ceptorsone eachatvehicle
parkingand
Provision washingareas) month 10000 24 240000
ofsewageandsanitationf
acilitiesfortheconstructio
n
camps,includingmainten
ance
S.N. Component Stage Description UnitUnit Quanti TotalC
cost ty ost(inI
(INR NR)
)
2 AirQuality Construction DustManagementwithsprinklingof month 500 3600 1800000
waterespeciallynearsettlement
areas -3trips/day300daysin
ayearfor2years
3 Air/Noise Construction Air / Lumpsum 200000
controlMeasure noisepollutio
ncontrol
4 Solidwa Construction measuresinc
Disposal ofSewageandother month 15000 24 360000
steDisp onstruction
wastes
osal equipment
fromtheconstructionyardandlabo
ur camps
5 Soil Construction Providingandlayingofemban coveredinEngineeringc 0
erosionContr kment slopes, with ost
olmeasure grassturfing/stonepitching
6 Occupati Construction Miscellaneous Lumpsum 100000
onalSafet informatorysignsandothers
y
Safetymeasuresforworkers/Provisi Cost/p 1200 100 120000
onofPPEs erson
Provisionforbiannual healthcheck- No. 2000 400 800000
ups
7 Fuel Construction Provision of fuel No. 1500 96 144000
intheconstructioncamp(4com
mercialLPGCylinderper
month)
8 Rainw Construction RainwaterHarvestingStructures/ coveredinEngineeringc 0
aterhar GroundWaterRechargePits ost
vesting
Sub-Total (A) 3844000
B EnvironmentMonitoringCost (Per Package)

1 Construc Construction Monitoring ofAir Asper EMoP 950000
tionPhas & Operation quality,waterquality,noisele
e vel,soilquality
Sub-Total (B) 950000
C EnvironmentalAwareness&Training (Overall)
1 Training Construction TrainingofEnvironmental LS 25000 1 250000

&mobiliz staffofPIUinvolved 0
ation intheproject,
staffofconstructionsupervi
sionconsultant,contractor,
and
collaboratingGovernmenta
gencies
cost ty ost(inI
(INR NR)
)
Sub-Total (C) 250000
GRANDTOTAL(Ax 2)* +(Bx2)* +(C)**
9838000
Source: Consultant's Estimates
Note: Details of Environmental Impact Assessment Report including RAP has been furnished
in Volume IV.
5.0 SOCIAL ANALYSIS OF THE PROJECT
5.1 IMPACT OF PROJECT
Land Acquisition
As per Survey additional land has proposed to be acquired for improvement of road alignment.
Most of Land belongs to Private Ownership category. All the affected private land belongs to
Commercial and Agriculture Category.
Impact of Structure
Since the bypass and realignment are mostly passing through open and agricultural land, the
impacted on livelihood and structures would be minimum .However multiple number of structures
are likely to be affected if the alignments is fallowed for development of the highway.
5.2 SOCIAL ASSESSMENT
The main goals of social analysis is to put forward a sustainable and socially relevant design for
highway improvement, whereby the displacement is minimized and wherever done, affected
persons are suitably rehabilitated. In order to fulfill this goal, the main objectives of the social
screening are:
5.2.1 Encroachment
To undertake a preliminary evaluation of the highway with the objective of identifying and
assessing the area specific issues related to anticipated residential, commercial, cultural and
industrial encroachments within ROW and also to explore alternative project designs so that the
displacement because of the project is minimized.
5.2.2 Loss Estimation
To estimate various kinds of losses (Land and other movable and immovable assets),
deprivation of social facilities, cultural conflicts and identify vulnerable groups who may be
displaced resulting from highway widening and strengthening; identify the most
critical/problematic locations of the project that may cause displacement and resettlement of the
people.
5.3 FRAMEWORK DEVELOPMENT FOR THE PREPARATION OF LAND ACQUISITION PLAN

AND RESETTLEMENT PLAN
The proposed road intervention is being carried by PWD (NH Division). Land free from all
encumbrances to contractors will be given for the construction and maintenance of road. For this
purpose following activities are required to be carried out:
(a) Land acquisition as National Highway Act 1956

(b) R&R Framework as per The Right to Fair Compensation and Transparency in Land
Acquisition, Rehabilitation and Resettlement Act 2013
(c) Institutional arrangement for R&R implementation.
5.4 RESETTLEMENT POLICIES AND LEGAL FRAMEWORK
5.4.1 Key Social Laws and Regulations
This section presents the legal framework for the land acquisition process and the Resettlement
and Rehabilitation Policy which also includes the entitlements for affected eligible families.
Project has developed Resettlement and Rehabilitation Policy based on the Right to Fair
Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act 2013;
various government orders issued by state government for issues related to R&R. The policy
recognizes the need to support restoration of livelihoods of adversely affected people and lays
down norms for rehabilitating the affected people and broadly outlines an approach and
institutional framework to achieve its objectives. The key Social regulations and legislations that
will govern then preparation and implementation of the project is presented below.
Table 5.1: Relevant Social Legislations
Responsible Agency
Acts/Rule/Policy Year Objective
The Act enables participation of
Panchayat level institutions in
decision-making by broadening
the village level functions,
supporting implementation of
development schemes. Department of
Seventy Third
The Act provides for involvement Panchayati Raj,
Constitution 1992
of the PRIs especially, the Gram Government of Uttar
Amendment Act
Sabha/ Panchayat during project Pradesh
preparation and implementation.
The Panchayats at the village level
will be involved for preparation
and implementation of the
project
Right to fair Fair compensation for acquisition of
compensation and immovable assets; Resettlement of
transparency in land displaced population due to LA and Revenue Department.
2013
acquisition, economic rehabilitation of all those Govt. of Uttar Pradesh
rehabilitation and who are affected due to land
Resettlement Act acquisition.
Grants legal recognition to the
rights of traditional forest dwelling
The Scheduled
communities, partially correcting
Tribes and other Ministry of Tribal
the injustice caused by the forest
Traditional Forest Affaires, GOI and
2006 laws.
Dwellers Department of Tribal
Makes a beginning towards giving
(Recognition of Welfare, GoUP
communities and the public a
Forest Rights) Act
voice in forest and wildlife
conservation
5.4.2 National Highways Act 1956

Land for construction of a new highway or upgradation /widening is acquired using the NH Act
1956. Key provisions relating to acquisition are as follows:
3A. Power to Acquire Land, etc
(1) Where the Central Government is satisfied that for a public purpose any land is required
for the building, maintenance, management or operation of a national highway or part thereof, it
may, by notification in the Official Gazette, declare its intention to acquire such land.
(2) Every notification under sub-section (1) shall give a brief description of the land.
(3) The competent authority shall cause the substance of the notification to be published in
two local newspapers, one of which will be in a vernacular language.
3B. Declaration of Acquisition
(l) Where no objection under sub-section (1) of section 3C has been made to the competent
authority within the period specified therein or where the competent authority has disallowed the
objection under sub-section (2) of that section, the competent authority shall, as soon as may be,
submit a report accordingly to the Central Government and on receipt of such report, the Central
Government shall declare, by notification in the Official Gazette, that the land should be acquired
for the purpose or purposes mentioned in sub-section (1) of section 3A.
(2) On the publication of the declaration under sub-section (1), the land shall vest absolutely
in the Central Government free from all encumbrances.
(3) Where in respect of any land, a notification has been published under subsection (1)
of section 3A for its acquisition but no declaration under sub-section (1) has been published
within a period of one year from the date of publication of that notification, the said notification
shall cease to have any effect: Provided that in computing the said period of one year, the period
or periods during which any action or proceedings to be taken in pursuance of the notification
issued under sub-section (1) of section 3A is stayed by an order of a court shall be excluded.
(4) A declaration made by the Central Government under sub-section (1) shall not be called
in question in any court or by any other authority.
3C. Power to take Possession
(l) Where any land has vested in the Central Government under sub-section (2) of section
3D, and the amount determined by the competent authority under section 3G with respect to
such land has been deposited under sub-section (1) of section 3H, with the competent authority
by the Central Government, the competent authority may by notice in writing direct the owner as
well as any other person who may be in possession of such land to surrender or deliver
possession thereof to the competent authority or any person duly authorised by it in this behalf
within sixty days of the service of the notice.
(2) If any person refuses or fails to comply with any direction made under subsection (1), the
competent authority shall apply—
(a) In the case of any land situated in any area falling within the metropolitan area, to the
Commissioner of Police;
(b) In case of any land situated in any area other than the area referred to in clause
(a)To the Collector of a District, and such Commissioner or Collector, as the case may be, shall
enforce the surrender of the land, to the competent authority or to the person duly authorised by
it.
3E. Determination of amount payable as compensation
(l) Where any land is acquired under this Act, there shall be paid an amount which shall be
determined by an order of the competent authority.
(2) Where the right of user or any right in the nature of an easement on, any land is acquired
under this Act, there shall be paid an amount to the owner and any other person whose right of
enjoyment in that land has been affected in any manner whatsoever by reason of such
acquisition an amount calculated at ten per cent. of the amount determined under sub-section
(1), for that land.
(3) Before proceeding to determine the amount under sub-section (1) or sub-section (2), tbe
competent authority shall give a public notice published in two local newspaper, one of which will
be in a vernacular language inviting claims from all persons interested in the land to be acquired.
(4) Such notice shall state the particulars of the land and shall require all persons interested
in such land to appear in person or by an agent or by a legal practitioner referred to in sub-
section (2) of section 3C, before the competent authority, at a time and place and to state the
nature of their respective interest in such land.
(5) If the amount determined by the competent authority under sub-section (1) or sub-section
(2) is not acceptable to either of the parties, the amount shall, on an application by either of the
parties, be determined by the arbitrator to be appointed by the Central Government.
(6) Subject to the provisions of this Act, the provisions of the Arbitration and Conciliation Act,
1996 (26 of 1996) shall apply to every arbitration under this Act.
(7) The competent authority or the arbitrator while determining the amount under sub-section
(1) or sub-section (5), as the case may be, shall take into consideration
(a) The market va]ue of the land on the date of publication of the notification under section
3A;
(b) The damage, if any, sustained by the person interested at the time of taking possession
of the land, by reason of the severing of such land from other land;
(c) The damage, if any, sustained by the person interested at the time of taking possession
of the land, by reason of the acquisition injuriously affecting his other immovable property in any
manner, or his earnings;
(d) Tf, in consequences of the acquisition of the land, the person interested is compelled to
change his residence or place of business, the reasonable expenses, if any, incidental to such
change.
5.5 INVOLUNTARY RESETTLEMENT AND RFCTLARR ACT, 2013
Details of the RFCTLARR Act, 2013 are mentioned below:
S. No Topics/Issues/Areas RFCTLAR&R
1 Application of LA Section 2 Applicable to projects where government
acquires land for its own use, hold and control,
including PSU and for public purpose; for PPP where
ownership of land continues to vest with govt; private
companies where 80% of land owners1 have given
consent or 70% in case of PPP.
Principle of avoidance Alternatives to be considered as Act in chapter II, point
# 4 (d) says "extent of land proposed for acquisition is
the absolute bare minimum needed for the project; and
(e ) says land acquisition at an alternate place has
been considered and found not feasible.
Linkages with other projects No such provision
2 Application of R&R In addition to the above, Section 2(3) land purchased
by private company as prescribed by Govt. or when
part acquired by Government
3 Affected area Section3(b): Area notified for ‘acquisition’
4 Family Section 3(m) includes person, his and her spouse,
minor children, minor brothers and sisters dependent.
Widows, divorcees, abandoned women will be
considered as separate family.
5 Affected family for eligibility Section 3 (a): whose land and other immovable
property acquired. (b)&(e): Family residing in affected
area such as labourers, tenants, dependent on forest
and water bodies, etc whose primary source of
livelihood is affected
due to acquisition (c)Scheduled tribes and other forest
dwellers whose rights recognized under
the Forest Dwellers Act 2006.
(f) Family assigned land by state or central government

under any schemes (g) Family residing on any land in
urban area that will be acquired or primary source of
livelihood affected by acquisition.
6 Cut-Off date Section 3 c (ii), (iv) (vi): Families residing for preceding
3 yrs or more prior to “acquisition of land”.
7 Non-application of Chapter II Section 6(2): Irrigation projects where EIA is required
under other laws, provisions of SIA not applicable
8 Consultation – Phase I Section 4(1) date issued for first consultation with PRIs,
during preparation Urban local bodies, Municipalities, etc to carry out SIA.
Section 5: Public hearing of SIA in affected area.
Provide adequate publicity of date and time.
9 Time duration to prepare SIA and Section 4 (2): within six months from the date of its
SIMP commencement
10 Disclosure – Stage I Section 6(1): Translated in local language available in
PRI institutions and local urban government bodies;
district administrative offices and websites of
concerned. Government agency.
11 Formation of Expert Group to Section 7(1): Constitute a multidisciplinary Expert
appraise SIA and SIMP Group include members of decentralized Government
Institutes (PRIs, ULBs).
12 Time stipulated for Group to submit Section 7(4): Submit its report within two months from
its report the date of its constitution
13 Scope of work of the Expert group Section 7 (4) (a&b): assess whether it serves any public
purpose or not; if social costs outweigh potential
benefits then should be abandoned;
Section 7 (5) (a&b): if serves public purpose, then it has
considered minimum land acquisition, and alternate
options to minimize displacement; potential benefits
outweigh social costs
14 Consultation – Phase II during Section 2 (2): Prior consent of 80% and 70% of land
appraisal owners in PPP and where private company has
approached the Govt. to acquire balance land has been
obtained,
15 Disclosure – Stage II Section 7 (6): recommendations of expert group under
7(4&5)to be made public in local language in district
and block administrative office and PRIs
16 Minimize impact on multi crop land Section 10: In case multi-crop land is to be acquired
under exceptional circumstances, the area to be
acquired cannot exceed aggregate of land of all
projects in district or state. The area to
be acquired cannot exceed the total net sown area of
the district or state. Wasteland equivalent to twice the
area acquired will be developed
17 Information dissemination of Section 11 (1), (2) & (3): Notice published in local
preliminary notice language and meetings called of Gram Sabahs,
municipalities to provide full information about the
purpose of the project, summary of SIA and particulars
of administrator appointed for R&R’ summary of R&R
scheme
18 Updating land records Section 11 (5): Once established that the land is
required for public purpose, accordingly notice to be
issued under section 19 following which land records to
be updated within two months
19 Census and preparation of R&R Section 16 (1) (2): carry out census of affected people
schemes and their assets to be affected, livelihood loss and
common property to be affected; R&R scheme
including time line for implementation.
20 Information dissemination and Section 16(4)&(5): mandatory to disseminate
Public hearing - Stage III information on R&R scheme including resettlement
area and organize public hearing on the Draft R&R
scheme in each Gram Sabha, Municipality and
consultations in Scheduled area as required under
PESA.
21 Approval of R&R Scheme Section 17 & 18: Draft R&R Scheme to be finalized
after addressing objections raised during public hearing
and approved.
22 Final declaration of R&R Section 19 (2): Only after the requiring body has
Scheme deposited the money will the Govt. issue the notice
along with 19(1).
23 Time period stipulated Section 19 (2): the entire process to update land
records, disseminate information, preliminary survey,
census, hearing of objections, preparation of R&R
schemes and approval, deposit of money must
complete within 12 months from the date on which
section 11, the preliminary notice issued.
Section 19 (7): If the final declaration not made within

12 months of section 11 (1), the process will lapse,
except under special circumstances.
24 Preparation of land acquisition Section 20: Land marked, measured for preparation of
plans acquisition plans.
25 Hearing of claims Section 21(1) (2): Notices issued indicating Govt’s
intension to take possession of land, and claims on
compensation and R&R can be made
not less than one month and not more than six month
from the date of issue of section 21(1).
26 Time period stipulated for declaring Section 25: It is required to announce the award within
the award 12months of issue of Section 19 (final declaration to
acquire land, approved R&R scheme) after completing
land acquisition plans, hearing of objection, settling
individual claims for declaration of the award. If award
not made within the stipulated time, the entire
proceedings will lapse.
27 LA Act 1984 deem to lapse and Section 24: where award is not declared under section
RFCTLAR&R is applicable 11, or where made five years ago but land not taken in
possession or where award declared but money not
deposited in the account of majority of beneficiary.
28 Methodology for determining Section 26 and First Schedule: Recognizes 3 methods
replacement value for land and whichever is higher will be considered which will be
multiplied by a factor given in Schedule First;
compensation given earlier will not be considered; if
rates not available floor price can be set; steps to be
taken to update the replacement value.
29 Valuation of structures Section 29 (1) without deducting the depreciated value.
Solatium and interest Section 30(1) 100% of the compensation amount
Section 30(3): 12% per annum on the replacement rate
from the date of notification of SIA to the date of ward
or land taken over
30 R&R Award Section 31, Second Schedule: A family as a unit will
receive R&R grant over and above the compensation
and those who are not entitled to compensation.
Second Schedule: Homeless entitled to constructed
house, land for land in irrigation projects in lieu of
compensation, in case of acquisition for urbanization
20% of developed land reserved for owners at a prices
equal to compensation’ jobs or onetime payment or
annuity for 20 years’ subsistence grant, transportation,
land and house registered on joint name husband and
wife, etc
31 Transparency Section 37(1): Information of each individual family
including loss, compensation awarded, etc will be
available on the website.
32 Possession of land Section 38(1): Land will be taken over by the
government within three months of compensation and 6
months of R&R benefits disbursed; infrastructure
facilities at resettlement sites will be completed within
18 months from the date of award made under section
30 for compensation; in case of irrigation and Hydle
projects R&R completed six months prior to
submergence.
33 Multiple displacement Section 39: Additional compensation equivalent to
compensation determined will be paid to displaced
34 Acquisition for emergency Section 40 (5): 75% additional
Purpose compensation will be paid over and
above the compensation amount
35 Prior consent before Section 41(3) Mandatory to get
acquisition and alienation consent from Gram sabah, Panchayat, Autonomous
Councils in Scheduled areas
36 Development plans for SC Section 41: Separate development plans to be
and ST prepared, settle land rights before acquisition; provision
of for alternate fuel fodder, non-timber produce on
forest land to be developed within 5 years; 1/3rd
compensation amount to be paid as first installment
and rest at the time of taking possession; ST to be
resettled within Scheduled area; land free of cost for
community purpose; land alienation will be null and void
and ST and SC considered for R&R benefits; fishing
rights restored in irrigation and hydle projects; if wish to
settle outside the district additional benefits to be
provided in monetary terms; all rights enjoyed under
other laws will continue. Second Schedule: additional
provisions for SC&ST for land for land in irrigation
projects, additional sum over and above the
subsistence grant,
37 Institutional arrangement Section 43-45: Appointment of administrator, R&R
Commissioner, when more than 100 acres of land is to
be acquired, R&R Committee will be formed at project
level, social audit to be carried
out by Gram Sabha and Municipalities
38 Change of land use Section 46(4): Land will not be transferred to the
requisitioning authority till R&R is not complied with in
full
39 Monitoring and Evaluation Section 48-50:Set up National and State level
Monitoring Committee to review and monitor progress
40 Authority to settle claims Section 51-74: the Authority will be set up settle any
legal disputes that arise from acquisition and R&R, the
aggrieved party can move to the high court thereafter.
41 Exempt from tax and fee Section 96: Compensation and agreements will not be
liable to tax
42 No change in status of Section 99: Once the land is acquired for a particular
land acquired purpose, its purpose cannot be changed
43 Return of unutilized land Section 101: If the acquired land remains unutilized for
5 years, then it will be returned to original owner, heir or
included in land bank
44 Distribution of increased Section102: 40% of appreciated value of acquired land
will be distributed to owners provided no development
value of land transferred has taken place
5.6 ENTITLEMENT MATRIX
The principle of the R&R policy is the guiding philosophy to provide adevelopment approach to
resettle and rehabilitate the people affected by project. The projectspecific R&R policy
recognizes that involuntary resettlement results in dismantling of existingproduction system and
way of life. Therefore, all rehabilitation programs will adopt adevelopmental approach rather than
the welfare approach. The policy details out the assistancein re-establishing the homes and
livelihoods of the Project Affected People (PAP) during thecourse of projects. The detailed
entitlement matrix for the project is presented below:
S. Application Definition of Entitlement Details

No Entitled Unit
A. Loss of Private Agricultural, Home-Stead & Commercial Land
1 Land within Titleholder Compensation a) Land for land, if available. Or,
the Corridor of Family and at Cash compensation for the land at
Impact (COI) families with Replacement replacement value, which will be
value, determined as provided under
traditional land
section 26 of RFCTLARR Act 2013.
Right Resettlement
and b) The land if allotted will be in the
name of both husband and wife.
Rehabilitation
c) If post acquisition, residual land is
economically unviable, the land
owner will have the choice of either
retaining or sell off rest of the land.
d) Refund of stamp duty and
registration charges incurred for
replacement land to be paid by the
project; replacement land must be
bought within a year from the date of
payment of compensation to project
affected persons.
e) Subsistence allowance of Rs.
36000 as one time grant
f) One time grant of Rs. 500,000 or
annuity
g) Compensation at replacement
value for loss of crops if any
B. Loss of Private Structures (Residential/Commercial)
Structure Title Holder/ Compensation a) Cash compensation for the
within the Owner at structure at replacement value which
Corridor of Replacement would be determined as per as per
section 29 of the RFCTLARR Act
No Entitled Unit
Impact (Col) value, 2013. House under Indira AwasYojna
Resettlement in rural area or Rs 50000 in lieu off
& and house under RAY in urban area
Rehabilitation or Rs 100,000 in lieu off the house if
allotted will be in the name of both
Assistance
husband and wife.
b) Right to salvage material from the
demolished structures.
c) Three months' notice to vacate
structures.
d) Refund of stamp duty and
registration charges for purchase of
new alternative houses/shops at
prevailing rates on the replacement
value as determined in (a) above.
Alternative houses/shops must be
bought within a year from the date of
payment of compensation.
e) In case of partially affected
structures and the remaining
structure remains viable, additional
10% to restore the structure. In case
of partially affected structures and
the remaining structure becomes
unviable additional 25% of
compensation amount as severance
allowance.
f) Subsistence allowance equivalent
to Rs. 36000 as one time grant.
G) Each affected family getting
displaced shall get a one-time
financial assistance of Rs 50,000 as
shifting allowance.
h) Each affected family that is
displaced and has cattle, shall get
financial assistance of Rs 25,000/-
for construction of cattle shed.
i) One time grant of Rs. 50,000 as
resettlement assistance
j) Each affected person who is a rural
artisan, small trader or self-employed
person and who has been displaced
(in this project owner of any
No Entitled Unit
residential-cum commercial
structure) shall get a one-time
financial assistance of Rs 25,000/-for
construction of working shed or shop.
j) One time grant of Rs. 500,000
Structure Tenants/ Resettlement a) Registered lessees will be entitled
within the Lease Holders & to an apportionment of the
Corridor of Rehabilitation compensation payable to structure
Assistance owner as per applicable local laws.
Impact (Col)
b) In case of tenants, three months
written notice will be provided along
with Rs 50,000 towards shifting
allowance.
C. Loss of Trees and Crops
4 Standing Owners and Compensation a) Three months advance notice to
Trees, beneficiaries at project affected persons to harvest
Crops . within (Registered/ replacement fruits, standing crops and removal of
value trees.
the Corridor of Un-registered
b) Compensation to be paid at the
Impact (Col) tenants,
rate estimated by:
contract
i) The Forest Department for timber
cultivators,
trees
leaseholders &
ii) The State Agriculture Extension
sharecroppers Department for crops iii) The
Horticulture Department for
fruit/flower bearing trees.
c) Registered tenants, contract
cultivators & leaseholders &
sharecroppers will be eligible for
compensation for trees and crops as
per the agreement document
between the owner and the
beneficiaries.
d) Un-registered tenants, contract
cultivators, leaseholders &
sharecroppers will be eligible for
compensation for trees and crops as
per mutual understanding between
the owner and the beneficiaries.
D. Loss of Residential/ Commercial Structures to Non-Titled Holders
Structures Owners of Resettlement a) Non vulnerable encroachers shall
& be given three months' notice to
No Entitled Unit
within the Structures or Rehabilitation vacate occupied land
Corridor of Occupants of Assistance b) Vulnerable encroachers will be
Impact (Col) structures provided cash assistance at
or identified as replacement cost for loss of
per structures as described in section 29
Government
of the RFCTLARR Act 2013. .
land Project
Census c) Any encroacher identified as non-
vulnerable but losing more than 25%
Survey
of structure used will be paid cash
assistance at replacement cost for
loss of structures. The amount will be
determined as per section 29 of the
RFCTLARR Act 2013.
d) All squatters to be paid cash
assistance for their structures at
replacement costs which will be
determined as mentioned in section
29 of the RFCTLARR Act 2013.
e) All squatters (other than kiosks)
will be eligible for one time grant of
Rs 36000 as subsistence allowance.
f) All squatters other than Kiosks will
be given shifting allowance of Rs
50,000 per family as one time grant
for a permanent structure and
Rs.30,000 for a semi-permanent
structure and Rs. 10,000 for a
temporary structure.
g) Each affected person who is a
rural artisan, small trader or self-
employed person assistance' of Rs
25,000/- for construction of working
shed or shop.
h) In case of Kiosks, only Rs. 5000
will be paid as one time grant.
E. Loss of Livelihood
6 Families living Title Holders/ Resettlement a) Subsistence allowance of Rs.
within the Non-Title & 36,000 as one time grant. (PAPs
Corridor of holders/ Rehabilitation covered under 1(f), 2 (f) and 5 (e)
Assistance above would not be eligible for this
Impact (Col) sharecroppers,
assistance).
agricultural
b) Training Assistance of Rs 10,000/-
labourers and
No Entitled Unit
employees for income generation per family.
c) Temporary employment in the
project construction work to project
affected persons with particular
attention to vulnerable groups by the
project contractor during
construction, to the extent possible.
F. Additional Support to Vulnerable Families
7 Families SC, ST, BPL, Resettlement One time additional financial
within WHH families & assistance of Rs. 50,000. Squatters
the Corridor of Rehabilitation and encroachers already covered
Impact (Col) Assistance under clause 5 are not eligible for this
assistance.
G. Loss of Community Infrastructure/Common Property Resources
8 Structures & Affected Reconstruction Reconstruction of community
other communities of community structure and Common property
resources and groups structure and resources in consultation with the
community
(e.g. land, • common
water, property
access to resources
structures
etc.) within
the Corridor of
Impact (Col)
H. Temporary Impact During Construction
9 Land & assets Owners of Compensation Compensation to be paid by the
temporarily land for contractor for loss of assets, crops
impacted & temporary and any other damage as per prior
Assets impact agreement between the 'Contractor'
during
during and the 'Affected Party'.
construction
construction
e.g.
diversion of
normal traffic,
damage to
adjacent
parcel of
land / assets
due
to movement
No Entitled Unit
of
heavy
machinery and
plant site.
J. Resettlement Site
10 Loss of Displaced Provision of Resettlement sites will be developed
residential titleholders resettlement as part of the project, if a minimum of
structures and site/ 25 project displaced families opt for
non- vendor assisted resettlement. Vulnerable
titleholders PAPs will be given preference in
replacement
allotment of plots/flats at the
resettlement site. Plot size will be
equivalent to size lost subject to a
maximum of provision given in
RFCTLARR Act 2013. Basic facilities
shall be provided by the project at
resettlement site as per the
provisions given in the Third
Schedule of RFCTLARR Act 2013.
Similarly, if at least 25 displaced
commercial establishments (small
business enterprises) opt for
shopping units, the Project Authority
will develop the vendor replacement
at suitable location in the nearby area
in consultation with displaced
persons. Basic facilities such as
approach road, electricity connection,
water and sanitation facility, will be
provided in the vendor replacement
by the project. Vulnerable PAPs will
be given preference in allotment of
shops in vendor replacement. One
displaced family will be eligible for
only one land plot at resettlement site
or shop in the vendor replacement.
5.7 PUBLIC CONSULTATION
Public information and consultation is an important method of involving various stakeholders

particularly, local community with reference to the proposed development initiatives. It provides a
platform to participants to express their views, concerns and apprehensions that might affect
them positively or negatively. Through participation and consultation stakeholders influence
development initiatives, and decision making process. The effectiveness of participation and
consultation is directly related to the degree of involvement by the likely project affected persons
and the local community and integration of outcome of consultations wherever feasible in the
proposed development initiatives. Detailed planning is required to ensure that likely project
affected persons, local community, interested groups, non-governmental organizations, civil
society organizations; local government, line departments, etc are consulted regularly, frequently
and purposefully during different stages of the project including project preparation.
The purpose of consultation will be to inform people about the project, take note of their issues,
concerns and preferences, and allow them to make meaningful choices. As mentioned earlier
public information and consultation will be held during screening stage and census and socio
economic survey stages. The outcomes of consultations will be shared with design team to
integrate their concerns and suggestions wherever possible.
5.8 ROLE AND RESPONSIBILITIES IDENTIFIED DURING CONSULTATION
Table 5.2 envisaged responsibilities of officials and expected benefits from the consultation.
From the consultation, it was established that implementation of the project could be better done
with the help of regular RCD engineers.
Table 5.2: Role and Responsibilities Identified after Consultation under the Project
Stakeholders Roles and Responsibility Expected Benefit for the Project

Potential Project  Participate in formal and informal  Easing implementation.
Affected Persons, public meeting,  Incorporation of good practices (From
Project affected  Raise critical issues relevant to the long term memories of the people) of
groups, project, the past in project design.
Project Affected  Suggest alternative alignments,  Planning for road safety issues.
Communities,  Options of widening,  Community Capacity building and
Host population
 Methodologies for agreement on sense of ownership of the project.
compensation and assistance
 Suggest methodologies for
continued participation in project
cycle
Engineers  Land Acquisition  Ease implementation
supervision  Participate in Public meetings  People oriented planning
consultant and
 Participate in Block and District Level  Ensured public cooperation
PWD Division
Meeting  Determination of market value
Stakeholders Roles and Responsibility Expected Benefit for the Project
Forest Official  Enumeration of trees  Faster permission for tree felling
 Identification of eco sensitive hot
spots
 Salvaging/Auctioning of trees
Land Acquisition  Authentication of existing  Speedy and timely land acquisition
Officials  land
 Ensure availability of land for road
improvement
 Timely evacuation of Corridor
The budget for RP implementation comes to 1.476crores.
Tentative Estimated Cost of R&R Budget based on R&R Policy
Ref.
Component Unit Unit Rate Area Amount (in Rs.)
No.
A Loss of Land
1 Land Cost - - 0 0.00
Total sum (A) 0.00
B Resettlement and Rehabilitation of Loss of Residential/Commercial Structure to Non- Title Holder
2 One time subsistence allowance Each affected Family 40,000 80 32,00,000
One time Shifting/Transportation
3 Each affected Family 60,000 80 48,00,000
assistance
4 Loss of Livelihood Commercial Structure 28,000 67 18,76,000
Total sum (B) 98,76,000.00
C Additional Support to vulnerable Groups
5 One time subsistence allowance BPL/WHH/SC/ST/Divyang 60,000 5 3,00,000
Total sum (C) 3,00,000.00
D Religious/Community/Government Assets (Lumpsum)
6 Temple Lumpsum @300000 - 3,00,000 5 15,00,000
Bus Stop/Public Toilet / Police
7 Chowki/ Panchayat house/ Other @ - 2,50,000 7 17,50,000
250000
Total sum (D) 32,50,000.00
TOTAL (A+B+C+D) 1,34,26000.00
Contingency 10% 13,42,600.00
Grand Total 1,47,68,600.00
In crores 1.476
6.0 COST ESTIMATES
6.1 INTRODUCTION AND ASSUMPTIONS
Cost estimation is important for the feasibility study as it provides vital input to the economic and
financial evaluation of the project. The cost estimates have been prepared for the Project road
considering the recommended alignment including strengthening of the existing pavement,
strengthening / widening/reconstruction of existing structures, new bridges on the proposed
bypasses.
6.2 ADOPTION OF UNIT RATES
6.2.1 Based on rate analysis
The basic rates of construction items have been analyzed on the basis of Standard Data Book
2001 published by MOSRT&H. Hiring charges of machinery, Wages of labour and rates of
construction materials including cement and steel have been taken from department Schedule of
Rate.
6.2.2 Based on market rates
For items where these rates are not available, the rates were adopted as per previous
experience of the consultants / Market rates. For rate analysis of bituminous items, the rates of
all grade of bitumen recommended in the project are considered from department schedule of
Rate.
6.3 BILL OF QUANTITIES FOR CIVIL WORKS
The bill of quantities for civil works has been prepared on the basis of preliminary design
6.4 COSTING FOR SAFETY DEVICES
Provision for adequate numbers of road signage and pavement markings have been considered
as a safety measures while making costing for road safety to give proper information to the road
users to avoid accident on the project road. .
6.5 COST OF ENVIRONMENTAL MITIGATION PLAN
Environmental costs include the cost of cutting of trees (compensatory afforestation),

rehabilitation of water source such as hand pumps, wells, bore wells and ponds, noise protection
measures near sensitive locations, air, water and noise quality monitoring at different stages and
the cost of environmental enhancement along the project road.
6.6 ANY OTHER ASSOCIATED COST
No other associated cost has been taken..
6.7 TOTAL COST ESTIMATES
The detailed cost estimates is given in separate volume. The summary of project cost has been
worked out and as given Table 6.1.
Table 6.1: Cost Estimate
Sr. No. Particulars Amount
1 Bill No. 1 : Site clearance and Dismantling 5,625,362
2 Bill No. 2 : Earth Work 96,980,510

3 Bill No. 3 : Grannular Sub Base Courses and Base Courses ( Non- Bituminous ) 520,948,214
4 Bill No. 4 : Bituminous Courses 357,396,008
5 Bill No. 5A: HP_Culverts 5,176,663
5 Bill No. 5B: BC_Culverts 64,368,296
6 Bill No. 6A: Minor Bridges 189,692,295
8 Bill No. 8 : Maintenance of roads 7,114,860
9 Bill No. 9 : Drainage & Protective Works 232,908,222
10 Bill No. 10 : Traffic signs, Road markings and other road appurtunences 43,910,815
11 Bill No. 11 : Toll Plaza 0
12 Bill No. 12 : Wayside Amenities 165,157,536
13 Bill No. 13 : Miscellaneous Works 82,670,154
14 Bill No. 14 : Junction & Intersection 46,989,845
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(Xi)
(x) t
(Xii)
7.0 ECONOMICAL AND FINANCIAL ANALYSIS
7.1 ECONOMIC ANALYSIS
7.1.1 Investment Appraisal
Two alternatives have been considered for the economic analysis. The first is “without Project”
(do minimum) where the project road is considered without improvement proposals. In this case,
the future traffic volume will continue to flow on the existing two-lane road. In the HDM model
analysis, this ‘Do Minimum’ alternative will form the base strategy against which all other
strategies will be compared. The second is ‘With Project’ alternative. This corresponds to the up
gradation of existing project road to Two Lane with paved shoulder facilities from km. 0.000 to
km. 57.588. In order to arrive at the net benefits associated with the second strategy, it is
compared with ‘Do Minimum Alternative’. By comparing the above alternatives, the net agency
costs and net user costs and finally net project benefits, associated with the project during its
analysis period are calculated, for the improvement option in order to arrive the Economic
Internal Rate of Return (EIRR) and Economic Net Present Value (ENPV).
In brief, the following two strategies have been considered and evaluated in this study:
7.1.2 "Without Project" alternative
Strategy 1: This is the “Do Minimum Scenario”. In this scenario, the agency performs routine
maintenance and pothole patching every two years from the starting year. It will receive
functional overlay of 30 mm overlay after every 10 years. This would have effect of reducing the
surface roughness to IRI 3.0 m/km.
This strategy has been termed “Do Minimum Scenario” where the existing road network is
maintained at current levels and no improvements are envisaged. In this situation, the projected
future traffic is assumed to use the existing road in a congested traffic flow condition.
Agency costs (maintenance cost), distance and time related vehicle operation costs together with
Travel time costs and accident costs pertaining to this alternative will form the base on which net
project cost and benefit streams during the analysis period are calculated for each ‘with project’
alternative.
7.1.3 "With Project" alternative
Strategy 2: This is the scenario with the upgrading of the project road. Once the construction is
complete, the agency will perform the routine maintenance annually and periodic maintenance
will perform with 40 mm BC.
This strategy forms a ‘With Project’ alternative and is compared to ‘Without Project’ alternative.
7.1.4 HDM Model Input Data
7.1.4.1 General
The following general input values have been considered for the HDM Model as presented in
Tables 7.1 to 7.5 below.
Table 7.1: General Inputs for HDM Model
Description:
Run Date 01-03-2019
Discount Rate (%) 12%
Analysis Period (years) 15
Calendar Year of Initial Year 2019
Output Currency Name Indian Rupees
Input Currency Name Indian Rupees
Table7.2: HDM Input - Road Sections – Basic data
AADT in
Speed Lengt Carriage Shoulde nos.
Road Climate Surface
ID Name Flow h way r Width
Class Zone Class MT NMT
Type (km) Width (m) (m)
From km.
Two Primar Sub-tropical- Bituminou
A-01 0.000 to km. 57.588 7.00 1.00 5407 205
Lane y hot-sub-humid s
57.588
Table7.3: Road Sections – Condition of Project Road
Roughness Total Edge

Condition Ravelled Potholes Rut
ID IRI Cracking Break
Year
(m/km) Area (%) Area (%) (no./km) (m²/km ) Depth (mm)
1 2017 4 10 12 3 8 0.75
2 2017 4 8 18 3 8 0.75
Table 7.4: HDM Input: Road Sections- Geometry of Project Road
Spee
d Rise + Fall Curvature Horizontal Super Speed Limit
ID Name
Flow (m/km) Deg/km elevation (%) (kmph)
Type
From km.
A- Two
0.000 to km. 1.00 13 3 40
01 Lane
57.588
Table 7.5: HDM Input: Road Sections – Pavement Condition of Project Road
Current
Last Re- Last Base
Material Surface Previous Surface
Construction/New Rehabilitatio Thickness
Type Thickness Thickness (mm)
Construction Year n Year (mm)
(mm)
Bituminous
40 100 1990 2010 250
(BC)
7.1.4.2 Traffic
The Assignable traffic likely to use the proposed project road has already been discussed in
Traffic Chapters of this report. For the economic analysis, fast moving motorised traffic including
two wheelers and non-motorised vehicles have been considered.
7.1.4.3 Capacity of the road
There are few suggestions with respect to maximum capacity of roads in India. IRC 64-1990
provides design service volume based on level of service B (volume to capacity ratio of 0.5) and
a peak hour share of 10%. It is also suggested that the capacity will increase by 15% with 1.5m
paved shoulders. The HDM model suggests even higher capacities. Both are compared in Table
7.6. Based on this comparison, maximum capacities as per IRC 64 are considered reasonable to
use.
Table 7.6: Suggested Capacities for Plain/Rolling Terrain (PCU/Hr)
Width / Lane Shoulders Maximum Capacities

Configuration (Width & Type) IRC-64 HDM
2-Lane (7m) Nil 1500 2800
2-Lane (7m) 2 x 1.5m – Paved 1725 -
4-Lane Dual Nil 6400 8000
4-Lane Dual 2 x 1.5m - Paved 7360 -
7.1.4.4 Growth Rate
Traffic growth rates necessary to estimate traffic levels in future on project road are products of
economic factors of the influence area and elasticity of traffic demand. Normal – most likely
growth scenario has been considered for economic analysis.
Base year traffic as given in Traffic Chapters of this report is considered in the econometric
analysis.
7.1.5 Project Costs
7.1.5.1 Capital Costs
The capital costs of the construction / up-gradation of the project road including the phasing of
investment during the construction period have been calculated. The total capital costs (including
road works, bridges, culverts and utilities, land acquisition, resettlement and rehabilitation, quality
and project development charges at current prices with contingency costs for road works and
structures have been considered.
The capital costs (financial) of the project road have been converted into economic costs by
using a standard conversion factor of 0.90, to construction costs (road works and structures).
The economic cost of land acquisition, R & R, quality and project development cost has been
taken as the same as financial cost, without resorting to shadow pricing or assessing opportunity
`7.7 below.
Table7.7: Project cost taken in analysis (in Rs.)
Total Construction Cost 2,037,211,435

Total Project Cost 2,611,413,761
Table 7.8: Percentage Distribution of Cost
Year I Year II Year III
30 40 30
7.1.5.2 Routine and Periodic Maintenance
The various maintenance costs have been divided into two parts: routine and periodic
maintenance.
Other maintenance: additional operational expenses associated with project such as traffic
signposts, lighting etc., are considered as annual charges and included in routine maintenance
costs. For annual supervision & administration charges, it has been assumed that the
arrangement under ‘without project’ will continue for the ‘with project’ situation.
7.1.5.3 The Residual value
No residual value has been taken for the Project road.
7.1.5.4 Road User Costs

The economic cost inputs that are required for estimating road user costs are:
 Price of selected (popular) models, by vehicle type
 Tyre prices
 Fuel cost including oil
 Crew cost (wages of drivers / assistants)
 Time costs for :
- Passengers
- Freight (holding cost)
The cost of vehicles and tyres were collected from the manufacturers, and dealers. All the
transfer payments such as sales tax, excise duty and octroi are deducted from the financial cost
to arrive at the resource cost.
A pilot survey has been conducted to estimate the wages of drivers and their assistants. The
crew cost is estimated with 2400 hours of work time per annum. With respect to maintenance
and labour costs, local workshops have been contacted to assess the annual wage bill and
assuming 2400 hrs of work per annum, the labour costs have been calculated per hour.
The value of passenger time has been calculated based on the average annual income of
passenger collected with the assumption of 2400 hours of work time per annum. About 30
percent of the trips are assumed to be made during non-work hours. Finally, a weighted average
of time value per hour has been calculated. Time saving values applicable to 1990 (IRC SP: 30 -
1993) have been adopted.
Based on the above considerations, the economic costs estimated for different VOC components
are presented in Table 7.9 below.
Table7.9: Vehicle Characteristics, Utilization Data and Economic Unit Costs
Basic
Car (NT) 2-Wheelers Mini Bus Bus LCV 2-Truck 3-Truck MA-Truck
Characteristics
A. Vehicle Characteristics
Gross Vehicle Weight
1.5 0.4 5.0 10 5.0 15.7 20 30
(t)
ESAL Factor Per 4.50 11.90 7.34
0 0 1.00 1.0 1.00
Vehicle
Number of Axles 2 2 2 2 2 2 3 4
Number of Tyres 4 2 4 6 4 6 10 14
Number of
3 1 20 40 0 0 0 0
Passengers
B. Vehicle Utilization Data
Service Life (Yr.) 10 10 10 10 10 10 10 10
Hours Driven per Yr. 1400 1200 2000 2200 2000 2200 2400 2000
Km Drive per Yr. 40000 20000 45000 60000 70000 80000 83000 83000
Annual Interest Rate
12 12 12 12 12 12 12 12
(%)
C. Economic Unit Costs
New Vehicle Price
419255 41700 650000 1314530 1114860 1374790 2239270 2562740
(Rs.)
New Tire Price (Rs.) 1240 1000 4200 15000 4300 15000 15000 15000
Maintenance Labour
60 60 60 60 60 40 40 40
(Rs./hr.)
Crew Cost (Rs./crew-
0 0 100 150 80 100 100 100
hr.)
Passenger Time
100 60 60 50 0 0 0 0
(Rs./pa-hr.)
Cargo Time (Rs./veh-
0 0 0 0 60 100 60 120
hr.)
Petrol Price (Rs./ kg.) 65
Diesel Price (Rs./lt.) 55
Lubricants Price
150
(Rs./kg.)
7.1.6 Economic Evaluation
7.1.6.1 Project Cost
The initial financial cost is Rs. 2,14,31,75,677 (90 % of total project cost, exclusive of interest
during construction cost) is taken for analysis with routine and periodic maintenance costs.
7.1.6.2 Economic Analysis
The life cycle economic benefits and costs, ENPV and EIRR are calculated considering:
VOC savings as a project benefit and

With all savings (VOC and Travel time) as a project benefit.
Agency capital costs
Agency recurrent costs
Economic analysis of the project road has been carried out and the summary of findings is
attached in Table 7.10.
Table 7.10: Summary of NPV and EIRR of Project Road
NPV
Existing
Section Discounted EIRR (%)
Length (km)
(Rs. million)
Km. 0.000 to Km.30.000 30.442 38,56.00 12.5
71.1.6.3 Project Viability
The obtained economic internal rate of return is 13.2%, which is greater than the targeted EIRR
of 12%. The development of the project road will useful for people along the project road and
shall be very useful to uplift the situation along the project road. Therefore, recommended to
develop the project road to two lane paved shoulder & 4 lane standard (as per applicable) facility.
7.2 FINANCIAL ANALYSIS
7.2.1 Financial Analysis for BOT Toll mode
7.2.1.1 General
Project was analyzed on BOT Toll Model for PPP projects. Hence, the project financials have
been worked out as per the Model Concession Agreement for PPP in BOT Toll Projects issued
by Government of India.
7.2.1.2 Key assumptions
The main assumptions made for undertaking the financial analysis are as follows:
 Period of Analysis: The construction period for the project has been assumed as
18 months. Total concession period including construction period is considered as 15 years
 Project Phasing: The development phasing for the Project has been considered is given in
Table 7.11 below.
Table 7.11: Development Phasing Considered for the Project
2019 2020 2021
Construction Phasing 30% 40% 30%
 Depreciation Rate is taken as below:
Amortization of the project cost CBDT Circular 9 of 2014 dated 23

For Tax calculation
April 2014
For Booking Amortization of the Project Cost (intangible assets) as per Schedule
Purpose II to the 2013 Companies Act
 A Debt-Equity ratio of 70:30 has been assumed.

 An inflation factor of 5% (and hence, price index multiple of (1.05)n, where ‘n’ is number of
years from appointed date, is considered. This factor is used to ascertain year on year
escalation in O&M Costs*.
 Bid variable for the project is considered to be the Grant/ Premium as determined by
various bidders at the time of bidding.
 An interest component is considered to be payable to the concessionaire at the rate of 12%
on outstanding balance of the Completion Cost.
 Taxation: Tax cost has also been considered to get a picture of the net earnings estimated
to accrue to the project. The tax rates have been taken as given in Table 7.12.
Table 7.12: Tax Rates Considered for the Project
Details Corporate Tax Rate MAT Rate

Base Tax Rate 30.00% 18.50%
Surcharge 12.00% 12.00%
Education cess 3.00% 3.00%
Effective Rate 34.61% 21.34%
While estimating the tax liability, whichever is higher of Corporate Tax or MAT, has been
considered.
7.2.1.3Financial Indicators
Based on the above stated inputs, the exercise of financial analysis has been carried out for
the proposed project. The indicators estimated in the process are:
(Post-Tax) Project - Internal Rate of Return (P-IRR)
IRR indicates the return a project will generate over a period of time. It is that rate of discount,
which makes the Net Present Value equal to zero. Internal Rate of Return on Project is the
return on the total project cash flows.
(Post-Tax) Equity - Internal Rate of Return (E-IRR)
IRR indicates the return a project will generate over a period of time. It is that rate of discount,
which makes the Net Present Value equal to zero. Internal Rate of Return on Equity (E-IRR) is
the return that accrues on the equity investment. The return for viability depends upon the
expectation from the investment and accounts for taxes, interest, loan repayment, etc.
7.2.1.4Conclusion
For Concession period of 25 years (2 years construction and 23 years toll collection) with
40% of Grant:
 Project IRR comes 7.3 %

 Equity IRR comes 17.3 %
Without Grant:
 Project IRR comes 5.4 %

 Equity IRR comes 12.5 %
*The results are obtained after carrying out simulations (varying the bid project cost and the first year O&M quote)
# It may be noted that any variation in the above mentioned assumptions or the structure of the project, the results
may vary significantly.

MainReport (Corrigendum-Updated Project Report)

Uploaded by

Copyright:

Available Formats

You might also like

MainReport (Corrigendum-Updated Project Report)

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

MainReport (Corrigendum-Updated Project Report)

Uploaded by

Copyright:

Available Formats

Ministry of Road Transport &

Bewar to UP/MP Border section of (NH 92)

Detailed Project Report

Table 0.1: Traffic Survey Schedule ................................................................................................................................... 9

Figure 3.1: Directional Distribution of Traffic at km. 31.900 ....................................................... 36

AADT Annual Average Daily Traffic

 Package I A: Ch. 0+000 to Ch. 30+000

0.2 THE PROJECT HIGHWAY

Salient Features of the Project

0.3 DESIGN STANDARDS

Design Standards adopted are briefly summarized in the table below:

0.4 TRAFFIC SURVEYS, ANALYSIS AND FORECASTS

Based on existing traffic pattern the following is the survey schedule:

2 Axle Load Survey 24 hours km 31.900 16-08-2017

3 Origin Destination Survey 24 hours km 31.900 16-08-2017

4 Turning Movement Survey 12 hours km 0.000 14-08-2017

ADT & AADT on the Count Location of Project Road

Table 0.2: ADT on the Count Location

Vehicle Type Km 31.900

Table 0.3: AADT on the Count Location

Vehicle Type Km 31.900

0.5 IMPROVEMENTS AND DEVELOPMENT PROPOSALS

0.5.1 Proposed Right of Way (PROW)

0.5.2 Improvements of Junctions

Summary of improvement/development proposals of existing structures as well as proposed

Table 0.4: Summary of improvement/ development proposals of existing structures

0.6 SOCIAL ANALYSIS OF THE PROJECT

 Least additional land acquisition

 Employment opportunity during construction

The budget for RP implementation comes to 1.476Crores.

0.7 ENVIRONMENTAL ASPECTS OF THE PROJECT

S.N. Component Stage Description Unit Unit Quanti TotalC

1 WaterQuality Construction Oil No. 40000 2 80000

Safetymeasuresforworkers/Provisi Cost/p 1200 100 120000

B Environment MonitoringCost (Per Package)

1 Training Construction TrainingofEnvironmental LS 25000 1 250000

Source: Consultant's Estimates

0.8 COST ESTIMATION

Summary of Cost Estimate is presented in the table below.

Sr. No. Particulars Amount

0.9 CONCLUSIONS AND RECOMMENDATIONS

0.9.1 Improvement proposal

DESIGN CHAINAGE (m) APPLICABLE

No bypass has been proposed in the project stretch.

No realignment has been proposed in the project stretch.

No Flyovers has been proposed in the project stretch

No VUPS/PUPS/CUPS has been proposed in the project stretch

There is no ROB in the project.

Project Road facilities

No Toll Plaza has been proposed in the project stretch.

 Stage 1: Inception Report

This Report covers the Stage-3: Detailed Project Report (DPR).

2.2 ROAD INVENTORY AND CONDITION SURVEY

An overview of the road and detailed road inventory is presented in Annexure 1.

2.3 START AND END POINTS

2.5 LAND USE

Table 2.1: Land Use

Land Use Percentage of Length