Feasibility Study for 6 Laning of NH-5, Vijayawada-Gundugolanu

Feasibility Study for 6 Laning of NH-5, Vijayawada-Gundugolanu Section

FINAL FEASIBILITY REPORT

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Egis BCEOM International, France in association with Egis India Consulting Engineers Pvt Ltd

TABLE OF CONTENTS

Chapter Description Page

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

0.1 INTRODUCTION ......................................................................................................................... 0-1 0.1.1 Background .................................................................................................................................... 0-1 0.1.2 Contract Objectives ....................................................................................................................... 0-1 0.1.3 Inception Report ............................................................................................................................ 0-2 0.1.4 Draft Feasibility Study Report ...................................................................................................... 0-2 0.1.5 Final Feasibility Study Report ...................................................................................................... 0-2 0.1.6 Recent NHAI Initiative ................................................................................................................... 0-2

0.2 RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS ................................. 0-5 0.2.1 Relevant documents ..................................................................................................................... 0-5 0.2.2 Existing Situation on NH-5 ........................................................................................................... 0-6 0.2.3 Recent history ................................................................................................................................ 0-6

0.3 TRAFFIC SURVEYS AND ANALYSIS ..................................................................................... 0-6 0.3.1 Traffic Survey ................................................................................................................................. 0-6 0.3.2 Traffic Growth rates ....................................................................................................................... 0-7 0.3.3 Traffic Projection for Capacity Analysis ...................................................................................... 0-7

0.4 TOLL STRATEGY ...................................................................................................................... 0-9 0.4.1 Existing Toll plazas ........................................................................................................................ 0-9 0.4.2 Traffic Projection – Tollable Revenue ...................................................................................... 0-10

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

0.6 PUBLIC UTILITIES ................................................................................................................... 0-11 0.6.1 Electric Lines ................................................................................................................................ 0-11 0.6.2 Fibre Optic Cable ......................................................................................................................... 0-11 0.6.3 Impact ............................................................................................................................................ 0-11

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

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

0.9 PAVEMENT, SOILS AND MATERIALS INVESTIGATIONS ................................................ 0-13 0.9.1 Pavement Roughness Survey ................................................................................................... 0-13 0.9.2 Pavement Condition Survey, Viziroad and Roadrunner ........................................................ 0-14 0.9.3 Soils and Materials Investigations ............................................................................................. 0-14

0.10 AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS ................................ 0-14 0.10.1 Available Right of way along the project Road ..................................................................... 0-14 0.10.2 Required right of way ................................................................................................................ 0-14

0.11 STRUCTURES .......................................................................................................................... 0-15 0.11.1 Inventory of Bridges and Culverts (Existing and Proposed) ............................................... 0-15



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0.11.2 General Condition of Bridges / underpasses / ROBs .......................................................... 0-16 0.11.3 General Condition of Culverts ................................................................................................. 0-16 0.11.4 Improvement Proposals ........................................................................................................... 0-16

0.12 FACILITIES AND SERVICES TO THE USER ....................................................................... 0-17 0.12.1 Highway Traffic Management System ................................................................................... 0-17 0.12.2 Wayside Amenities ................................................................................................................... 0-17 0.12.3 Roadside Furniture and User Facilities .................................................................................. 0-17

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

0.14 MAINTENANCE ........................................................................................................................ 0-18 0.14.1 Current situation ........................................................................................................................ 0-18 0.14.2 Principles .................................................................................................................................... 0-19 0.14.3 Additional Requirements that Pertain to a Toll Road ........................................................... 0-19



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LIST OF TABLES

Chapter Description Page

TABLE 0.1: CHAINAGE EQUATIONS ........................................................................................................ 0-5 TABLE 0.2: ROAD DEVELOPMENT HISTORY ............................................. ERROR! BOOKMARK NOT DEFINED. TABLE 0.3: TRAFFIC GROWTH RATES .................................................................................................... 0-7 TABLE 0.4: PROJECTED TRAFFIC FOR THE WESTERN ALIGNMENT SECTION 1 .......................................... 0-7 TABLE 0.5: PROJECTED TRAFFIC FOR THE WESTERN ALIGNMENT SECTION 2 .......................................... 0-7 TABLE 0.6: TRAFFIC PROJECTIONS FOR THE PORTION FROM VIJAYAWADA BYPASS TO GUNDUGOLANU ..... 0-8 TABLE 0.7: EXISTING TOLL PLAZAS ........................................................................................................ 0-9 TABLE 0.8: PROPOSED TOLLING SECTIONS ............................................................................................ 0-9 TABLE 0.9: YEAR WISE AND SECTION WISE TOLL REVENUE FOR ALL THE FOUR OPTIONS ......................... 0-10 TABLE 0.10: LIST OF EXISTING AND PROPOSED (BYPASS) MAJOR ......................................................... 0-12 TABLE 0.11: LA ASSESSMENT FOR PREFERRED OPTION FOR EXISTING NH (OPTION-1) ......................... 0-15 TABLE 0.12: LA ASSESSMENT FOR PREFERRED OPTION FOR PROPOSED BYPASSES (OPTION-1) ........... 0-15 TABLE 0.13: SUMMARY OF EXISTING/PROPOSED STRUCTURES ............................................................ 0-16 TABLE 0.14: IMPROVEMENT PROPOSALS ............................................................................................. 0-16



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0 EXECUTIVE SUMMARY

0.1 INTRODUCTION

0.1.1 Background

The Government of India has decided to upgrade 6500 km length of existing 4-lane

divided highways into Six-Lane divided carriageway under Phase-V of National Highway

Development project (NHDP). The Phase-V of NHDP is to be executed as BOT (Toll)

Project through Public Private Partnership (PPP) on Design-Build-Finance-Operate

(DBFO) pattern. The National Highways Authority of India (NHAI) has appointed BCEOM

Societe Francaise d’Ingenierie, France in Association with BCEOM India Pvt. Limited,

presently known as Egis India Consulting Engineers Pvt Ltd., as consultants to carry out

Feasibility study for upgrading the existing four lane highway to Six-Lane access control

highway from Chilakaluripet-Eluru-Rajahmundry section of NH-5 under DBFO pattern, for

which the consultants have completed the study and submitted the final feasibility report.

The new Six-Lane facility would be an access controlled highway through provision of

service roads, pedestrian and cattle underpass, vehicular underpasses, grade separators,

exit/entry ramps etc. The objective is to enhance operational efficiency of highway and

safety of the traffic & the road users.

The stretch from Vijayawada to Chilakalurpet has been prioritised by NHAI for which

tenders have been called and the work has been awarded on DBFOT pattern. The

feasibility report has been reframed for the balance stretch from Vijayawada to

Rajahmundry.

Subsequently consultants were instructed to carryout feasibility study for providing

bypass for Vijayawada and Hanuman Junction city and a letter to this effect (Ref:

NHAI/CK–1/PHASE-V/DPR/12/92 dated 21.05.10) has been issued to the Consultants by

NHAI to initiate the studies as an additional work. The consultant has submitted draft

feasibility report for Vijayawada bypass.

The present report has been prepared combining the earlier feasibility report and the

feasibility studies carried on the bypasses as draft combined Feasibility Report for

103.590Kms length of a section of NH-5 from Vijayawada Bypass (Km 0+000 to Km

47+880), Vijayawada (Km 1076+480) to Hanuman Junction (Km 1060+800), Hanuman

Junction Bypass (Km 0+000 to Km 6+720) and Hanuman Junction (Km 1055+650) to

Gundugolanu (Km 1022+480) in the state of Andhra Pradesh. The project highway

location map showing the existing road network from Vijayawada to Gundugolanu is

presented in following page.

0.1.2 Contract Objectives

The intention of this specific consultancy project is to study and report on the feasibility of

retrofitting the existing NH-5 from Vijayawada-Eluru-Gundugolanu from its existing

situation [a bypasses and 4-lane highway of about 103.580 Km in length] to a 4-lane and



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6-lane highway. The objectives of the consultancy services are to prepare a proposal to

retrofit a six-lane cross-section on to the existing 4-lane highway in a manner which

ensures:

Enhanced safety of the traffic, the road users and the people living close to the

highway.

Enhanced operational efficiency of the highway.

Fulfillment of the access needs of the local population.

Minimal adverse impact on the road users and the local population due to

construction. Feasible and constructible options for the project with least cost options.

0.1.3 Inception Report

The Inception Report was the first significant report to be submitted under this Study as

per Terms of Requirements (TOR), and was submitted in the month of December 2006

(Vijayawada-Gundugolanu section), July 2010 (Vijayawada Bypass) and August 2010

(Hanuman Junction Bypass). The report focused on:

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

The definition of the objectives of the project

The identification of likely issues and constraints

Methodology to achieve the Study Objective

0.1.4 Draft Feasibility Study Report

The Draft Feasibility Report is essentially presents the facility planning with options and

alternatives for 6 laning of existing 4 lane project highway, which was submitted in the

month of February 2006 (Vijayawada-Gundugolanu section) and December 2010

(Vijayawada Bypass).

0.1.5 Final Feasibility Study Report

The Final Feasibility Report presents the facility planning with options and alternatives for

6 laning of existing 4-lane Project Highway after exhaustive discussions with the NHAI

and the revised guidelines issued by NHAI.

0.1.6 Recent NHAI Initiative

Recently NHAI has issued the advertisement for finalizing the consultants to work on the

proposed bypass for the Vijayawada and Hanuman Junction city under NHDP, Phase-V.

Keeping in view of the proposed bypass, no elevated structures like flyovers were

proposed within the city limits of Vijayawada and Hanuman Junction city. Provision of

such structures will make the project unviable once the proposed bypass comes into



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existence. Also keeping in view the present and future projected traffic, four and six laning

is proposed with minimum length of service roads.



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Project Location Map, Vijayawada Bypass (47.88 Km), Vijayawada-Gundugolanu section (48.99Km) and Hanuman Junction Bypass (Km 6.72)



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0.2 RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS

0.2.1 Relevant documents

The Consultant has collected as-built drawings (both in electronic form and hard copy),

DPR & other secondary relevant documents (in hardcopy) from NHAI.

The chainages on the old NH-5 followed a different chainage system. Old NH-5 had

different sections, i.e., Chennai-Vijayawada, Vijayawada-Visakhapatnam etc. Each

section had different set of chainages. The NHAI has issued a circular stating that new

chainage for NH-5 will start from the Baharagora (near Kolkata) to Chennai under Golden

Quadrilateral project.

Under this circular, the chainage from Kolkata to Chennai was changed, and the new

system of chainage has been adopted. The correlation with the new chainages and old

chainages were developed and these chainage equations were incorporated in the as-

built Drawings. Chainage equations were developed due to the construction of new

bypasses along the project highway. For easy reference the chainage equations and the

correlation between the old and as-built chainages along the project highway is given in

Table 0.1 below.

Table 0.1: Chainage Equations

From To Length (km) Section

Km 0+000

(Existing NH-5 Chainage

Km 422+800,New Ch

1112+044)

Km 47+880

(Existing NH-5

Chainage Km

1076+480)

47.88 Proposed Vijayawada Bypass

Km 1076+480 Km 1060+800 15.68 Gannavaram-Hanuman

Junction (Existing NH-5)

Km 0+000


Km 1060+800)

Km 6+720

(Existing NH-5

Chainage Km

1055+650)

6.72 Proposed Hanuman Junction

Bypass

Km 1055+650 Km 1022+480 33.17 Hanuman Junction-

Gundugolanu (Existing NH-5)

Total length (km) 103.59

The old 2-Lane NH-5 has been upgraded to 4-Lane divided carriageway in the year of

1997-2003 under Golden quadrilateral project. The length of the project works out to be

103.590 Km as per the as-built and the DPR chainages.

An inventory was carried out by hand held GPS to understand the chainage variation in

each kilometre. The chainage is increasing from Vijayawada to Gundugolanu as per the

as-built chainage of NH-5 (from Kolkata to Chennai). The project starts at Km 0+000 to

Km 47+88 (Vijayawada Bypass), Km 1076+480 to Km 1060+800 (Gannavaram to



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

1055+650 after Hanuman Junction city limits and ends at Km 1022+480 (Gundugolanu).

0.2.2 Existing Situation on NH-5

This section of National Highway No. 5 was widened over the period 2001 to 2006 from 2

to 4 lanes. The majority of the widening was as per the NHDP programme and the above

work also involved in developing seven new bypasses around densely populated urban

areas. There is no service roads exist along the existing project highway. There are about

155 median openings existing on the project road. There are many side road accesses to

the highway. There are no “access control” measures in place, and as such many

buildings/factories etc are built [and still being built] with direct access to NH-5.

0.2.3 Recent history

The existing road before taking up 4-laning works consist of 2-lane carriageway of width

varying from 6.5 to 7m except for some isolated built-up section where the carriageway

width varies from 10 to 14m. The existing pavement is of flexible type with thin bituminous

surfacing at the top developed since ages.

0.3 TRAFFIC SURVEYS AND ANALYSIS

0.3.1 Traffic Survey

The traffic surveys conducted to study the project influence area and to meet the

objectives of the study & TOR requirements. The surveys have been conducted in the

month of December 2006 and January 2007 (for Vijayawada-Gundugolanu section). The

main traffic surveys are as below:

Classified Traffic Volume Count Survey for 7 days

Origin-Destination Survey for 24hrs

Turning Movement Count for 12 Hrs

Pedestrian Count Survey for 12 hrs

Speed and Delay Survey on project corridor and on alternate corridor

The project highway has been divided into following three traffic homogeneous sections:

Vijayawada Bypass comprising of section 1 & 2,

Vijayawada bypass to Gundugolanu,

The salient findings of the traffic volume count surveys are as below:

Average Daily Traffic (ADT) in base year 2010 minimum is 21714 (Tollable PCUs)

and 25005 total PCUs in Vijayawada Bypass to Gundugolanu section.

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



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0.3.2 Traffic Growth rates

The traffic growth rates adopted for the project highway are finalized based on the past

trend analysis and analysis of the economic indicators of the project influence area and

presented below:

Table 0.2: Traffic Growth Rates

Period Two

Wheeler Car

Mini Bus

Bus LCV 2 Axle Truck

3 Axle Truck

MAV up to 6 Axle

MAV >6

Axles

HCM/ EME

2011-15 8.7 7.0 5.5 5.5 6.6 6.6 6.6 6.6 6.6 6.6

2016-20 7.1 6.5 5.5 5.5 6.6 6.6 6.6 6.6 6.6 6.6

2021-25 5.3 6.0 5.0 5.0 6.1 6.1 6.1 6.1 6.1 6.1

>2025 5.3 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0

0.3.3 Traffic Projection for Capacity Analysis

For capacity and level of service analysis, the AADT observed on the Project Road has

been projected with 5% growth rate and presented below:

Table 0.3: Projected Traffic for the Western Alignment Section 1

Year Car/

Jeep/ Van

Mini Bus


3 Axle Truck

MAV up to 6

Axle

MAV >6

Axles

HCM/ EME

Total PCUs

2010 353 - - 328 1,103 1,287 147 - - 8,677

2015 453 - - 418 1,408 1,643 188 - - 11,079

2020 579 - - 533 1,798 2,097 239 - - 14,139

2025 739 - - 680 2,294 2,676 306 - - 18,046

2030 944 - - 868 2,927 3,417 391 - - 23,038

2035 1,205 - - 1,108 3,735 4,361 501 - - 29,410

2040 1,537 - - 1,413 4,767 5,565 639 - - 37,528

2045 1,962 - - 1,804 6,084 7,102 816 - - 47,898


Year Car/

Jeep/ Van

Mini Bus


3 Axle Truck

MAV up to 6

Axle

MAV >6

Axles

HCM/ EME

Total PCUs

2010 620 - - 247 1,739 811 162 - - 9,370

2015 792 - - 315 2,220 1,036 207 - - 11,964

2020 1,012 - - 402 2,834 1,322 264 - - 15,271

2025 1,293 - - 512 3,617 1,687 337 - - 19,490

2030 1,651 - - 654 4,616 2,154 432 - - 24,886

2035 2,108 - - 835 5,891 2,750 552 - - 31,768

2040 2,690 - - 1,066 7,519 3,510 705 - - 40,549

2045 3,434 - - 1,361 9,597 4,480 900 - - 51,757



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Table 0.5: Traffic Projections for the portion from Vijayawada Bypass to Gundugolanu

Year Car/

Jeep/ Van

Mini Bus

Bus LCV 2

Axle Truck

3 Axle Truck

MAV up to

6 Axle

MAV >6

Axles

HCM/ EME

Two Wheeler

Auto Rickshaw

Tempo Agri

Tractor

Agri Tractor

& Trailor

Animal Hand drawn

Cycle Cycle

Rickshaw Others

Tollable Traffic PUCs

Total PCUs

2010 3,016 56 1,167 568 1,667 2,521 377 - - 2,873 663 610 17 64 7 339 24 2 21,714 25,005

2015 3,849 71 1,489 725 2,128 3,217 482 - - 3,667 846 779 22 82 7 434 29 2 27,714 31,901

2020 4,912 91 1,899 925 2,715 4,106 615 - - 4,680 1,079 994 27 105 7 554 38 2 35,364 40,694

2025 6,270 117 2,424 1,181 3,466 5,241 785 - - 5,973 1,379 1,269 34 134 7 708 48 2 45,143 51,932

2030 8,003 149 3,093 1,507 4,424 6,689 1,001 - - 7,624 1,760 1,619 44 171 7 903 62 2 57,610 66,263

2035 10,213 190 3,948 1,923 5,646 8,537 1,278 - - 9,729 2,246 2,066 56 218 7 1,152 79 2 73,527 84,553

2040 13,035 244 5,039 2,454 7,205 10,896 1,631 - - 12,416 2,867 2,637 71 278 7 1,472 101 2 93,842 107,900

2045 16,637 311 6,432 3,132 9,195 13,907 2,082 - - 15,847 3,659 3,365 91 355 7 1,878 129 2 119,773 137,702



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IRC: 64 - 1990 stipulates a design service volume of 40,000 PCU per day for a four lane

divided carriageway with paved shoulders at level of service B and plain terrain. This can

be further increased upto 60,000 PCUs by adopting LOS C.

The Vijayawada bypass crosses 40,000 PCUs in the year 2042 and 2040 for the sections

1 & 2 respectively. Hence it may be prudent to consider them for four laning only.

The section between Vijayawada bypass to Gundugolanu reaches 40,000 PCUs in the

year 2020 and 60,000 PCUs in the year 2028. Hence it is necessary to consider it for 6

laning now itself.

0.4 TOLL STRATEGY

0.4.1 Existing Toll plazas

There are three toll plazas along the project corridor. The details of the existing toll plazas

and their tolling sections are given in Table below.

Table 0.6: Existing Toll Plazas

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

1 Kaza Toll Plaza 416+800 Km 355+000 - Km

434+150 81.6

2 Pottipadu Toll Plaza 1072+230 Km 1100+680 - Km

1061+580 39.1

3 Kalaparru Toll Plaza 1050+780 Km 1061+580 – km

1022+480 39.1

Considering the development of the Vijayawada bypass, it is proposed to have total three toll plaza two on the Vijayawada Bypass, one on section 1, one on section 2 and retaining the existing toll plaza at Kalaparru. The details are provided at Table 0.8 below :

Table 0.7: Proposed Tolling Sections

S.No. Toll Plaza location Tolling Section Remarks

1 Km 11+500

Of proposed Vijayawad Bypass

Kaza to Gollapudi Km 0 to Km 18+650

(15.25 km of NH-5 is adjusted in the toll rate )

2 Km 35+000

Of proposed Vijayawada Bypass

Gollapudi – Chinnaavutapalli Km 18+650 to Km 47+880

(24.2 km of NH-5 is adjusted in the toll rate)

3 Km 1050+780

Of Existing Vijayawada Gundugolanu section

Kanakadurga Varadhi – Gundugolanu

Km 1076+480 to Km 1022+480

Includes Hanuman Junction (6.7 km) Bypass

As per the toll policy all the structures and bypasses costing more than Rs 10 crores need to be charged separately at the toll rates specified in the policy. Since cost of the two sections of Vijayawada bypass and the Hanuman Junction bypass are more than Rs 10 Crores each of them will be charged separately.



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0.4.2 Traffic Projection – Tollable Revenue

Based on the toll rates specified in the latest toll policy, the toll revenue is estimated for

different sections and presented below:

Table 0.8: Year wise and section wise Toll revenue for all the four options

Year

Section 1 Section 2 Section 3 Total Revenue corridor

Daily Yearly Daily Yearly Daily Yearly Daily Yearly

Rs '000s Rs Millions Rs '000s Rs Millions Rs '000s Rs Millions Rs '000s Rs Millions

2015-16 175.60 64.27 271.55 99.39 2,739.59 1,002.69 3,186.74 1,166.35

2020-21 298.24 108.86 452.32 165.10 4,474.53 1,633.20 5,225.09 1,907.16

2025-26 476.98 174.10 720.25 262.89 7,308.71 2,667.68 8,505.94 3,104.67

2030-31 796.55 290.74 1,191.75 434.99 11,972.20 4,369.85 13,960.50 5,095.58

2035-36 1,311.03 479.84 1,958.54 716.83 19,767.43 7,234.88 23,037.01 8,431.54

2040-41 2,150.17 784.81 3,283.45 1,198.46 32,802.02 11,972.73 38,235.64 13,956.00

0.5 ACCIDENTS AND SAFETY

The main issues identified are; Wrong Side Driving, Over Loading, Uncontrolled

accesses, Pedestrian Interference, Head Light Glare. The road is much less safe

currently than it should be for the following reasons:

There is no access control [except where some frontage roads are provided, generally in towns] – the road has far too many access points

The road mixes short distance [very local – including animals herded on the road in more rural areas] and long distance traffic so there are many movements [entering the road, U turning in the medians, driving the wrong way down the road, grazing in the median] which are incompatible with the high speed long distance facility this road is supposed to provide.

The main junctions [mostly at grade] have poor advance signing, and should be grade separated.

Little thought has been given in villages and towns crossed as to how the local population crosses the main National Highway [other than by praying first then running very quickly].

There is no existing highway traffic management system.

Guardrail [and barriers at approach to some bridges] is lacking in places, and hanging loose in others.

In order for the proposed project and facilities to bring an improvement the following

principles should be followed:

A proper access control system should be put in place. This includes an access system (service roads providing access to the abutting properties and possibly to the local traffic, safe and comfortable grade separated crossings for motorised as well as non motorised users, ramps and interchanges) and as a general principle features preventing access (fences, curbs and barriers).

A treatment of the median in order to prevent front collision and wrong side driving as well as limit head light glare

A proper signage in order to deliver adequate information to the user. This should encompass the direction signs, as well as their coordination with markings. Markings



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should be treated with sufficient care and maintained with a high level of performance as they contribute significantly to improved traffic safety.

An adequate geometry on ramps with adequate design speeds. Essential features like acceleration / deceleration / shelter / storage lanes, pedestrian / cattle / vehicular underpasses and their approaches, bus bays / bus stops and truck lay bays; Proper turning radii at the entry / exit of vehicular underpasses; Service road (minimum 5.5m width) considered essential for circulation, merging and diverging of local traffic.

Removable median barriers at every 2Km will be provided along the Project highway as specified in the Manual for allowing traffic on to the other side of the highway in case of lane closures.

The general objectives are for the concessionaire to make the main NH-5 road [and the

service roads] as safe as possible for all users. The concessionaire shall follow [and shall

also show it has followed] all relevant Indian publications on road safety, especially The

Manual for Safety in Road Design (A guide for Highway Engineers) prepared in

September 1998 for MOST.

A formalised safety audit procedure must be followed by the concessionaire during the

detailed design [and during the Construction and post construction periods].

0.6 PUBLIC UTILITIES

All most all kinds of utility services that can be located along roads are present in the

entire project road stretch including crossings. These services were mostly re-located in

the recent 4-laning civil works contracts, however are still present in roadway itself. Some

services are just located at the edge of the shoulder and some at the toe.

0.6.1 Electric Lines

The electric poles are very close at some locations and generally located on the edge of

the right of way. The electric lines are close to project highway in the town/village areas

and it is generally within 20/25 m from the median centreline in the rural sections. The

electric transformer is also present at many locations along the highways. The electric

lines cross the project highway, and also pylons are located very close to the project

highway in the Vijayawada and Hanuman Junction city limits. The electrical poles and

pylons which are very close to the Project Highway, needs to be relocated during the

implementation of 6-lanes with service roads. The proposed Vijayawada Bypass crosses

the pylons at 14 locations nearly.

0.6.2 Fibre Optic Cable

Fibre Optic Cable is present all along the project road on either side. In the 4-laning civil

works a number of ducts were provided to shift these cables. Besides these ducts the

Fibre Optic Cable also present buried in the ground in the road way width.

0.6.3 Impact

An important part of the later detailed design will be to fully determine impacts and

design, in conjunction with utility companies, the diversions or strengthening or crossing

(via pipe crossings to be provided under the roadwork contract) locations and works. It is

also very important to note that in “urban” road projects service relocations are an



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important part of the preplanning, both on the actual work [definition and phasing] and

especially on the material procurement side, as in simplistic terms one cannot relocate

power lines, telephone lines and waterlines without at least a reasonable amount of

cable, pipes and fittings already in stock and immediately available.

It should be noted that there may be additional land requirements identified in the final

design as the available ROW is insufficient to accommodate the moving of utility services

and the tree planting proposals.

0.7 HYDROLOGY AND DRAINAGE

The terrain along the Project Highway is fairly level with gently rolling terrain up to north

end of the project highway as the project highway passes through Eastern Ghats.

Number of streams, nallas and rivers originate and flow in the easterly direction ultimately

discharging into the Bay of Bengal. There are total eight major bridges along the Project

Highway. Streams are mostly rain fed and are perennial in nature. Some of the rivers and

streams have been harnessed by constructing dams and barrages which in-turn supply

water through a network of canals. There are number of outlets for major and minor

irrigation tanks. Apart from these, Irrigation canals are being constructed as part of

Polavaram and Pushkara canal projects. The details of eleven major bridges are given in

the following table.

Table 0.9: List of Existing and Proposed (Bypass) Major Bridges

S. No

Chainage Location Span Length

(m)

Width of

CW(m)

Deck Width(m)

Type of Superstructure

1 1040+481

LHS (New)

24.53+ 36.38+ 37.15+ 36.85+ 24.68

159.59 7.5 9.91 PSC T-Beam &

Voided slab RHS (New)

2 1034+907

LHS (New)

4 x 32.30 129.2 7.5 9.91 PSC T-Beam RHS

(New)

Vijayawada Bypass

1 15+970 (Krishna River)

New

1 x 14 (VUP)+

101 x 30+ 1 x40+ 2 x30

3144 7.5 12 PSC T-Beam &

slab

2 43+250 New 2 x 30 60 7.5 12 PSC T-Beam &

slab

The discharge from upstream all along the project highway is duly accounted for, in

designing the cross drainage works including culverts during the 4 lane implementation.

The concessionaire shall examine in detail all the problems on existing cross-drainage

culverts and bridges and propose new ones with adequate waterway, vertical clearance

and width suiting to the 6-lane facility.



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Earthen longitudinal drains at isolated locations are present on both sides at the end of

ROW and have adequate section to cater to the requirements for efficient drainage and

suitably connected to proper outfall in the streams. These existing drains have to be

widened and have to be re-built with proper outfalls.

The lined drains provided in the built-up areas have a width varying from 1.2 to 2m and a

depth of 1m covered with concrete blocks. Generally all concrete drains in the project

road are in good condition. Further widening of road will require the shifting of these

concrete drains to the extreme edge of the new carriage way.

The risk of erosion of embankment, side slopes and surface drainage on high

embankments shall be tackled by providing kerb and channel longitudinal drains at the

end of the paved shoulder and chutes at suitable intervals along the embankment.

Embankment slopes are proposed to be pitched as necessary to prevent rain cuts and

erosion.

0.8 DESIGN STANDARDS

Design standards developed under this study are meant to supplement the separate

NHAI Manual for 4 and 6 Laning, if any contradiction exist the requirements in the Manual

take precedence. It should be noted that the geometric standards [and design speeds

following] pertain to the mainline. Service roads can [generally should] be designed for

significantly lower design speeds and also to flood more often than the mainline [i.e. in

places they can be at a lower level than the mainline, but not so low that they are very

frequently flooded, since they have to be maintained by the concessionaire].

The terrain in the project stretch is plain in general with the cross slope of the country

remaining very much less than 10%.

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

considered in bypass areas. However the project is a retrofit of a 6 laning scheme onto

the existing situation along with the proposed bypasses and as already identified

elsewhere in this report significant land acquisition will be needed. It is likely that where

land has to be acquired each section will have to be decided on a case by case basis

[and will also involve consideration of adjoining constraints]. At many isolated locations

like junctions, rest areas, toll plazas, way side amenities, entry/exit facility etc. more land

will be required.

Many median openings currently exist, and generally the intent [on safety/access control

grounds] is to close as many as possible. As per the guidelines given in the 6-laning

Manual, removable median openings will be provided at every 2 kilometer interval.

0.9 PAVEMENT, SOILS AND MATERIALS INVESTIGATIONS

0.9.1 Pavement Roughness Survey

The pavement condition survey, along with a roughness survey was carried out in the last

2 weeks of December 2006 for Vijayawada-Gundugolanu section. The survey included a

road inventory, plus IRI [roughness measurements].



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0.9.2 Pavement Condition Survey, Viziroad and Roadrunner

To determine the condition of the existing pavement, which is a major existing asset, the

following was carried out in December 2006:

Visual road and pavement condition survey - including cracks, rutting, edge-break, ravelling, patching, apparent pavement failure, drainage structures etc.;

Preparation of road condition strip plans;

Road [bridges and the like] and Roadside Inventory

0.9.3 Soils and Materials Investigations

Previous materials reports have been analysed, and fresh rock / soil samples collected

and tested. The requirement of widening from 4 to 6-lanes between Vijayawada to

Gundugolanu involved collecting information on various construction materials, their

quality and quantities. The location and study of the required materials was made easy by

the data collected during a similar exercise undertaken earlier when the existing 2-lane

road along the above mentioned stretch, was widened to 4-lane.

The analysis of the result showed that it is reasonable to conclude that the prospects of

obtaining suitable and good quantities of various highway materials appeared bright.

However, it does not in any way reduce the significance of collecting reasonable number

of each type of material and subjecting them to proper engineering tests in a recognised

laboratory by the concession company when construction of the new widening project

becomes a reality.

0.10 AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS

Once the as-built drawings and site conditions were examined it became obvious that the

6-laning [along with service roads] could not generally be fitted into within the available

right-of-way. This is especially stringent in urban areas, as well as in other places.

Therefore, the bypasses were proposed for Vijayawada and Hanuman Junction cities

which are included in the report.

0.10.1 Available Right of way along the project Road

The Right of Way details (roadway width in meters) collected from the NHAI local offices

[in November/December 2006] are presented in the following sections. Discussions with

local NHAI and Revenue officers reveals that the recent land-take for 4-laning of project

road was restricted only to the minimum required for the construction of additional 2-lanes

on the sections other than bypasses. It is also learned that the ROW boundary stones

established in some sections are destroyed locally by the public for various reasons

including farming. Subsequently the details collected were randomly verified on the field

wherever possible and found to be relatively close to the widths provided by these

organisations.

0.10.2 Required right of way

The right of way required for 4 and 6-laning with service roads is in the order of 60m

(Vijayawada Bypass), 54m-70m (Existing NH in rural and urban areas), and 80m



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(Hanuman Junction Bypass) which includes provision of shoulders and wider service road

to cater the mixed local traffic. An additional land is required at junctions, entry/exit

facilities, interchange for the provision of cross structures and for wayside amenities and

drainage channel relocation. Based on typical cross sections. and these assumptions, the

land acquisition requirement for the recommended is assessed and summarised in the

following tables.

Table 0.10: Preliminary Cost Estimates and R&R Budget

Sl No Item Units Quantity Rate (Rs) Amount (Rs )

1 Compensation cost for land

Land cost Acres 1272.747 1200000 1527296400

2 Compensation cost for structures

Pucca Structures

Sq Mts 102543.28 5510 565013473

Semi-Pucca Structures

Sq Mts 28482.08 2960 84306957

Kutcha Structures

Sq Mts 8358.91 1400 11702474

3 Other Assets and Minor structures

Compound walls

Mts. 2550.15 400 1020060

Agri. Pump-sets No. 20 120000 2400000

4 Other R&R assistance costs

8% of the Total Coast (1+2+3) Lumpsum 175339149

Total (1+2+3+4) 2367078513

Table 0.11: LA Assessment for Preferred option for Proposed Bypasses

S. No

Section From Km

To Km Length

(km) LA-LHS (sqm)

LA-RHS (sqm)

Total LA (sqm)

Available Land (sqm)

Average Width

required (m)

1 Vijayawada

Bypass 1100+6

80 1076+4

80 24.200 1,487,010 1,487,010 2,974,020 0.000 60.0

2 Hanuman Junction Bypass

1060+800

1055+650

5.150 268,000 268,000 536,000 0.000 80.0

Total 1,755,010 1,755,010 3,5100,020 0.000

Total in hectares (Say) 351.002 0.00

Average Width (m) 70.0 0.00

Average Ratio of Available to Required Land ----

0.11 STRUCTURES

0.11.1 Inventory of Bridges and Culverts (Existing and Proposed)

There are 4 Major Bridges (Total length > 60.0 m), 46 Minor Bridges (6.0 m < Total

Length <60.0m), 5 ROBs, 6 flyovers, 33 underpasses/ cattle crossings and 238 culverts

on the project road & 109 on service road. At few locations culverts have been provided

for service roads. All the numbers of structures mentioned above are for individual 2/3–

lane carriageways on the existing NH.



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0.11.2 General Condition of Bridges / underpasses / ROBs

There are 4 major bridges (considering both the carriageway) on the project road. The

superstructures are of RCC box girder, RCC solid slab type resting on RCC substructures

supported by Well / pile / open foundations.

The type of superstructures for minor bridges/underpasses/ROBs are RCC solid slab,

RCC/PSC T-beam, box girder etc. in most bridges resting on RCC and C.C. gravity type

substructure supported on open/well/pile foundations. RCC box type structures have

been observed at a number of locations. There is 1 no. old arch type structure on the

project road.

The condition of most of the structures is generally good. Some common distresses

observed are spalled concrete; exposed and corroded reinforcement in slabs, piers and

abutments; damaged /missing RCC railing and kerb, depositions of debris and growth of

vegetation on pier caps and in vent ways, damaged asphaltic/RCC wearing coat,

damaged expansion joints; undismantled steining of well foundations; missing, choked

drainage spouts, leakage around holes for drainage spouts; approach slab settlement,

settlement of embankment around abutments, damaged metallic crash barriers in

structure approaches etc. In few structures, plasterwork/guniting is observed at soffit of

slab, piers and abutments which hides the actual condition of the structures.

0.11.3 General Condition of Culverts

The culverts observed along the project road are mainly of two type viz. RCC slab

culverts and pipe culverts. Some RCC box culverts are also there. The structural

condition of pipe culvert is generally good, except that some are partially choked or full

buried. The condition of culverts is in general good. Some common distresses noted are

missing/damaged parapets; cracked/damaged headwalls, abutments and wing walls;

spalled concrete and corroded exposed reinforcement. Bed protection provided, if any,

was not visible. Summary of existing structures on the project road is as under:

Table 0.12: Summary of Existing/Proposed Structures

Major bridges* Minor bridges* ROBs* Underpasses* Culverts*

5 59 5 33 347

*Each carriageway considered separately

0.11.4 Improvement Proposals

The summary of improvement proposals of various types of the existing structures on the

project road is as under:

Table 0.13: Improvement Proposals

S. No. Description Nos.

1 Major Bridges -2 Nos.

Retained without widening 2

2 Widened to 3 Lane -

Additional 2 Lane Bridge -

2 Minor Bridges- 17 Nos.

Retained 1

17 Replace with new 3 Lane bridge -

Widened to 3 Lane 16



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S. No. Description Nos.

3 Rail Over Bridge (ROB)-2 Nos.

Retained without widening 2

2 Replace with new 3 Lane ROB -

Additional 2 Lane ROB -

4 Underpasses- 10 Nos.

Retained without widening -

10 Widened to 3 Lane -

Replace with new 3 Lane 10

5 Culverts

Widened to 3 Lane 171

171 Replace with new 3 Lane culvert -

Retained -

0.12 FACILITIES AND SERVICES TO THE USER

0.12.1 Highway Traffic Management System

There is no existing highway traffic management system. A full system needs to be

provided [and fully maintained for the life of the concession agreement], which will include

an Emergency Communication System, Mobile Communication System, Closed circuit

television camera system, Variable Message Sign (VMS) system, Automatic traffic

counter cum classifier [ATCC], Meteorological Data System, Mobile Patrols and

Emergency services, Traffic control centres. A ‘Backbone Communication System’,

consisting of Optical Fibre backbone cable running along the project highway, is needed

to join all the above together.

0.12.2 Wayside Amenities

There are existing two large scale plazas (being developed by Reliance - "A1" Plaza) –

albeit they are not yet all quite open - along our project road at Km 1023+080 Apart from

this, there are no additional rest areas for the road users. To meet the requirements

[90km spacing approximately] as per the 4 and 6-laning manual, additional wayside

amenities are proposed at the following locations;

Km 1023+080 (Right Side)

Km 1072+580 (Both Sides)

0.12.3 Roadside Furniture and User Facilities

The Project road facility along the proposed 6 lane highway is proposed to meet the

requirement of Manual of Specifications and Standards for Four and Six Laning of

National Highways through Public Private Partnership. The major project facilities are

shall include:

Bus Shelters

Highway lighting

Pedestrian Guard Railing

Safety Barrier

Traffic Signs and road marking

Hectometre/ Kilometre / Boundary Stone



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0.13 THE SCHEME DESCRIPTION AND COST

The scheme includes:

New, Widening & Rehabilitation: Up-gradation of existing 4-lane divided carriageway to 6-lane divided carriageway facility for a length of 48.99 kilometers including rehabilitation of existing 4-lane carriageway and 6-lane bypass for Hanuman Junction for a length of 6.72 kilometers and 4-lane bypass for Vijayawada Bypass for a length of 47.88 kilometers.

Service Roads: Provide 5.5m service roads on both sides about 71.268 kilometers, the service roads will be discontinued at locations of major bridges, ROBs and Toll plazas.

New/Widening of Existing Bridges & CD works: Improvement of 2 Major Bridges and 2 new major bridges , 46 Minor Bridges and 171 Culverts for main carriageway. All the numbers of structures mentioned above are for individual carriageways.

New/Widening of ROB & Grade Separated Structures: Improvement and retain of 2 ROBs and New ROBs 3 numbers and 10 Underpasses to be Widened and additional 23 new Underpasses to be constructed on existing road / bypasses. All the numbers of structures mentioned above are for individual carriageways.

New CD Works on Service Road: Provide new 6 Minor Bridges.

New Grade Separated Facilities:

13 Vehicular Underpasses (1 x 12 x 5.5m)

10 Pedestrian Underpasses (1 x 7.5 x 3.5m)

Intersections:

Improvement of 5 minor intersections on existing NH.

Entry/Exit facility:

The entry/ exit facility has been proposed for safe merging/exit of through traffic and the slow/local traffic

Lay Bays and Amenities: Provide 8 bus bays with shelter on service road wherever

applicable, 3 Comprehensive Wayside Amenities including truck lay bays.

Others: Provide Highway Traffic Management System, User Facilities, Roadside Furniture and safety features, lighting.

The construction for the recommended option is

INR 1401 Crores i.e. Rs. 13.52 Crores/km for Vijayawada – Gundugolanu

section including Vijayawada and Hanuman Junction Bypasses.

0.14 MAINTENANCE

0.14.1 Current situation

Our current observations are that:

Some maintenance is currently taken up by NHAI

Road markings/blinkers are being placed

Median fence is being placed



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Signage is not sufficient

Impact damage on some kerbs, un-official median cuts

Virtually no lighting placed, except some high mast at toll plaza locations

0.14.2 Principles

Maintenance [if done fully and properly] generally [when averaged out] often represents

about 2.5% [annually, including labour, and all necessary works] of the value of the roads

and bridges. Usually the costs follow a rough cycle, annually lower when no major

pavement or reconstruction works are done on the highway (say years 1 to 4, 6 to 9 etc.

when major overlays are done every 5 years or so), then with major increases every time

a pavement overlay is carried out (say every 5 years or so). However this is not the only

cost cycle, as over time one also has to consider maintenance [and eventual

replacement] of electrical [including lighting], toll collection, and communication

equipment, and then there are other cost cycles, some completely unpredictable like

weather damage, emergencies and the like, and some more predictable like replacement

of road markings. Additionally with a road of this length [103.580km] the cycle is not

necessarily the same on every kilometer section, so figures tend to get more averaged

[and also depend to some extent on the implementation schedule of the 6 laning], rather

than being relatively low 4 years out of 5 then with sharp peaks every 5 years or so. The

concessionaire will need to set up [and thereafter implement to an acceptable standard] a

Maintenance Plan that carries out the corresponding activities.

0.14.3 Additional Requirements that Pertain to a Toll Road

Once upgraded NH-5 will comprise:

Main carriageway [generally 6 lanes]

Service Roads

A number of toll plazas and associated equipment

A highway traffic management system

Various user facilities; and

Roadside furniture

Special maintenance plans will be necessary for the “toll plazas and associated

equipment” and “the Highway Traffic Management System”.

Feasibility Study for 6 Laning of

Vijayawada – Gundugolanu section, NH 5

Report’s Code Page Rev.

FINAL FEASIBILITY REPORT DTI 61 847 B03 1-1 0

Egis Bceom International, France in Association with Egis India Consulting Engineers Pvt. Limited

Chapter 1: Contents

CHAPTER 1: CONTENTS .................................................................................................................... 1

1. INTRODUCTION ...................................................................................................................... 2

1.1 GENERAL .................................................................................................................................... 2

1.1.1 Background ........................................................................................................................... 2

1.1.2 Current Situation .................................................................................................................... 2

1.2 CONTRACT OBJECTIVES .............................................................................................................. 5

1.3 SCOPE OF THE WORK .................................................................................................................. 6

1.4 SCOPE OF THE SERVICES ............................................................................................................. 6

1.5 CONTENTS OF THIS REPORT ......................................................................................................... 7

1.5.1 Combined Final Feasibility Report ........................................................................................ 7

1.5.2 Contents of this Report ......................................................................................................... 7






1. INTRODUCTION

1.1 GENERAL

1.1.1 Background

The National Highways Authority of India (NHAI) has been entrusted with the development,

maintenance and management of such of the National Highways as entrusted to it by the

Government. Under NHDP Phase-V Programme, the Government has decided to convert some of

the existing four lane highways into six lane highways. These projects are to be executed by private

entrepreneurs as DBFO Projects. NHAI invited consultancy services for the Preparation of Feasibility

for the selected sections of National Highways.

The design and construction is to be performed in two steps – namely the preparation of feasibility-

cum-preliminary design by a technical consultant followed by the detailed design and construction by

a private concessionaire as DBFO project for each highway in the programme.

This report covers the feasibility-cum preliminary design work by the Consultant for an approximately

103.58 km section of NH5. This work was carried out over the period from November 2006 to [and

including] early March 2007 (Vijayawada-Gundugolanu section), June 2010 (Vijayawada Bypass), &

July 2010 (Hanuman Junction Bypass). The project location map is presented in the following pages

through Figure 1 to Figure 2.

1.1.2 Current Situation

This section of NH-5 was widened over the period 2001 to 2006 from 2 lanes to 4 lanes. Chapter 2

and 3 of this report gives more details on the recent historical aspects, and the current situation of

this road. The majority of the widening was done on line, and also some new bypasses were

constructed. The service roads exist for some length in major City and urban settlements.

Vijayawada City falls between Km 1100+694 and Km 1090+000 on NH-5 and where the project

highway passes through Tadepalli, Benz circle of Vijayawada City. The widening to six laning along

existing alignment would involve significant land acquisition, and demolition of existing properties

along the highway. Moreover, the presence of existing two 2-lane bridges on river Krishna adds to

technical complexity in widening. Detailed project Report (DPR) has been prepared by Mott

MacDonald Consulting Engineers to provide a link between NH-5 and NH-9, and bypass for

Vijayawada on NH-5 is not included in this DPR. There were many representations in the past from

local public to provide a bypass for Vijayawada. Keeping in view all the representations, NHAI has

asked the consultants to study and prepare a Feasibility Report for providing bypass for Vijayawada

City on NH - 5.

Major settlements/ towns along the project road are: Vijayawada, Gannavaram (houses airport for

Vijayawada), Hanuman Junction and Eluru. One Bypass exists along the corridor, listed bellow

Sl. No Name of Bypass Location Length Remark

1 Eluru Bypass North of town 17 km New Alignment

Total length of bypasses (km) 17 km






There are two toll plazas located along the corridor [albeit these are “temporary” affairs – the

permanent plazas are not yet constructed]. The toll plaza locations and the associated road sections

are presented in the table below:

S. No. Location Section length

(km) Toll Section

1 Pottipadu (Km 1072+580)* 39.1 Vijayawada – Hanuman Jn.

2 Kalaparru (Km 1050+720)* 39.1 Hanuman Jn. –

Eluru/Gundugolanu

Total length # 78.2 km






Figure 1: Project Location: NH-5 Vijayawada-Gundugolanu (78.2km)

Project Road Section of

Golden Quadrilateral






Figure 2: Project Location (A GOOGLE Earth Image)

1.2 CONTRACT OBJECTIVES

The intention of this specific consultancy project is to look and report on the feasibility of retrofitting

the existing NH-5 from Vijayawada-Eluru-Gundlagolanu in the State of Andhra Pradesh from its

existing situation [a 4 lane highway of about 49.00 km in length] to a 6-lane highway of about 103.58

km in length except Proposed Vijayawada Bypass which is a 4 lane highway with service roads at

approaches and Proposed Hanuman Junction Bypass which is a 6 lane highway with service roads

at approaches.

Specifically the objectives of the consultancy services are to prepare a proposal to retrofit a six-lane

cross-section on to the existing 4-lane highway, providing 4- lane Bypass for Vijayawada City and

providing 6 lane Bypass for Hanuman Junction on NH-5 in a manner which ensures:

Enhanced safety of the traffic, the road users and the people living close to the highway.

Enhanced operational efficiency of the highway.

Fulfilment of the access needs of the local population.

Minimal adverse impact on the road users and the local population due to construction.

Feasible and constructible options for the project with least cost options.

Feasible and constructible options for the project with least cost options.

Avoid heavy Traffic going through Vijayawada town thus minimising the impact on local

population.






1.3 SCOPE OF THE WORK

The scope of work for this study is briefly summarised below.

“The National Highways Authority of India (NHAI) has been entrusted with the development,

maintenance and management of such of the National Highways as entrusted to it by the

Government. Under NHDP Phase-V Programme, the Government has decided to convert some of

the existing four lane highways into six lane highways. These projects are to be executed by private

entrepreneurs as DBFO Projects. NHAI invites consultancy services for the Preparation of Feasibility

for the selected sections of National Highways.

The Feasibility Reports thus prepared shall contain, inter alia, the scheme and lay out of the

development of the highway and the project facilities, preliminary design and costing. The report will

form the basis on which a Financial Consultant and a legal consultant, appointed separately in the

next three months, will prepare an RFP document for inviting bids from private entrepreneurs to

award a BOT (Toll) concession. The concession will be on DBFO pattern, wherein the

concessionaire shall, in accordance with a model concession agreement approved by the

Government, take full responsibility to carryout the detailed design, construction, maintenance and

operation of the project highway and the project facilities conforming to the standards specified in the

said agreement. He will obtain all the finances required for the project, and eventually transfer the

project to NHAI after expiry of the concession period in a state as specified in the concession

agreement. The Feasibility Report would thus provide all the technical details, based on which

realistic bids are received from the prospective bidders”.

1.4 SCOPE OF THE SERVICES

The Terms of Reference state:

Scope of services shall include but not limited to the following:

Retrofitting six lane on existing 4 lane and Providing New Bypasses

The consultant shall prepare the lay out of the 6 lane facility clearly spelling out the feasible

engineering, technological and management solutions (without detailed design). While evolving these

solutions the Consultant shall always bear in mind that main focus of the assignment will be on

retrofitting a six lane cross section over the existing 4 lane cross section such that the improved

highway is safe, efficient and convenient to the users as well as public living adjacent to the highway.

The Consultant’s proposal shall ensure the following:

The highway is safe for the road users and the public living adjacent to the highway

Operation of the highway is smooth and efficient

Construction is least disruptive to the users and the public

Land acquisition is kept to the barest minimum

Facilities created already during 4- laning are utilized to the maximum extent

Constraints of site are got over by proven technological solutions

Within the given constraints, the solutions are sound, economical, constructible, and

manageable.

Estimation and analysis of transport demand based on the available data with consultants

Alternate alignment studies and finalization of bypass alignment






Detailed topographical survey covering all physical features within proposed ROW (60/80m)

Preliminary design for costing purpose of highway and structures

1.5 CONTENTS OF THIS REPORT

1.5.1 Combined Final Feasibility Report

This third report, in agreement with the reporting requirements, submitted by the Consultant is this

Final Feasibility Report. This report contain, inter alia, the scheme and lay out of the development of

the highway and the project facilities, preliminary design and costing for discussion with NHAI.

1.5.2 Contents of this Report

The Final Feasibility Report is divided in various sections as follows:

Section 1: Introduction

Section 2: Recent history of the road and summary of relevant documents

Section 3: Existing situation on NH5

Section 4: Inception Report [and Draft Feasibility Study Report].

Section 5: Data Collection and Surveys for Feasibility Phase

Section 6: Traffic Surveys and Analysis

Section 7: Accidents and Road Safety

Section 8: Public Utilities

Section 9: Hydrology, Drainage and Canals

Section 10: Design Standards [including geometric design and regulation of access]

Section 11: Pavement, Soils and Materials

Section 12: Affected properties and right of way requirements

Section 13: Structures

Section 14: Highway Traffic Management System

Section 15: User Facilities

Section 16: Roadside furniture

Section 17: The scheme

Section 18: Constructions Planning, Management and Technology

Section 19: Environmental and Social Impact

Section 20: Quantities and Capital Cost

Section 21: Maintenance


Vijayawada – Gundugolanu section, NH 5 Report’s Code Page Rev.


Egis Bceom International, France in Association with Egis India Consulting Engineeers Pvt. Limited

Chapter 10: Contents

CHAPTER 10: CONTENTS .................................................................................................................. 1

10. DESIGN STANDARDS [INCLUDING GEOMETRIC DESIGN AND REGULATION OF ACCESS] .................................................................................................................................. 2

10.1 INTRODUCTION ............................................................................................................................ 2

10.2 TERRAIN CLASSIFICATION & DESIGN SPEED ................................................................................. 2

10.3 RIGHT OF WAY (ROW) ................................................................................................................ 3

10.4 CROSS SECTIONAL ELEMENTS ..................................................................................................... 3

10.5 SUPERELEVATION ........................................................................................................................ 3

10.6 HORIZONTAL ALIGNMENT ............................................................................................................. 3

10.7 VERTICAL ALIGNMENT ................................................................................................................ 4

10.8 STANDARDS FOR INTERCHANGE ELEMENTS .................................................................................. 5

10.9 SUBSURFACE DRAINAGE ............................................................................................................. 5

10.10 DESIGN STANDARDS FOR BRIDGES/STRUCTURES ..................................................................... 7





10. DESIGN STANDARDS [INCLUDING GEOMETRIC DESIGN AND REGULATION

OF ACCESS]

10.1 INTRODUCTION

The design standards for the project highway has been adopted after reviewing the relevant latest

Indian Roads Congress Codes (IRC), Manual of Specifications and Standards for Six Laning of

National Highways Through Public Private Partnership published by Ministry of Shipping, Road

Transport & Highways and international standards such as AASHTO etc.

The various design elements and factors, which govern the functioning of any highway, can be

broadly grouped under the following:

Geometric Design Standards;

o Terrain classification & Design Speed

o Cross sectional Element

o Horizontal Alignment

o Vertical Alignment

Standard for Interchange elements

Subsurface drainage

Design parameters for Bridges and Cross drainage Structures

The basic design philosophy is based on the consideration of providing suitable alignment, cross-

sectional layout, geometrics, safety and access control to cater to the fast and uninterrupted

movement of through traffic. It is also based on the consideration that the widening proposals should

be to the extent feasible within the present Right of Way (ROW) or with minimum land acquisition.

10.2 TERRAIN CLASSIFICATION & DESIGN SPEED

The design speed is the guiding criteria for correlating features such as sight distance, curvature and

super elevation upon which the safe operation of the vehicle depends. The design speed

recommended for different terrain classification system for the project highway is as follows:

Terrain Cross Slope (%) Design Speed(kmph)

Ruling Minimum

Plain 0-10 100 80

Rolling >10 - 25 80 65

Mountainous >25 - 60 50 40

Steep > 60 40 30

The terrain in the project stretch is virtually all plain with the general cross slope of the country

remaining very much less than 10%.





10.3 RIGHT OF WAY (ROW)

As per NHAI guidelines for Vijayawada-Gundugolanu section, the available Right of Way (ROW)

along the newly constructed bypass during four lane construction is 60m. The available ROW in the

some villages is varying from 20m to 40m. However the project is a retrofitting of a 6 laning scheme

onto the existing situation which will require significant land take. At many isolated locations more

land will be required to suitably accommodate the proposed underpasses, entry/exit ramps, rest

areas, toll plazas and way side amenities etc.

As per NHAI guidelines for Vijayawada/Hanuman Junction bypasses, proposed right of way for the

new bypass alignments is 60/80m. Consultants want to propose a right of way width of 80m, to

accommodate service roads and also to locate various utilities and also to have provision for the

future widening, if required.

10.4 CROSS SECTIONAL ELEMENTS

The details of cross sectional elements adopted for the project road are as per 4 Laning and 6 Laning

Manual. In straight reaches, a camber of the same value as the existing 4 lane pavement is to be

provided. The adopted cross sectional elements are presented in the following sections.

10.5 SUPERELEVATION

Super elevation is provided for all the horizontal curves with radius less than 2000 m in order to

counteract the effect of centrifugal force. As per IRC: 38 -1988, super elevation to fully counteract the

centrifugal force for 75% of the design speed of 100 km/h neglecting the lateral friction developed will

be adopted in design.

The super elevation ‘e’ has been calculated from the formula.

e = (V)2 / 225 R

Where V is the design speed in kmph( i.e., 100 Kmph) and

R is the radius of the curve in metres.

The maximum super elevation is limited to 7% for Vijayawad-Gundugolanu section and Hanuman

Junction bypass and 5% for Vijayawada bypass as per codal requirement. It must be noted that the

superelevation to be adopted should generally be exactly the one already constructed under the

previous 4 laning,

10.6 HORIZONTAL ALIGNMENT

The tangent sections, circular curve and transition curve elements are the major component of

Horizontal alignment. A balanced control on the above elements is required to provide safe and

continuous flow of vehicles under the general traffic conditions. The horizontal circular curve radius of

360m or more is required to meet the requirement of the design speed of 100kmph.

Transition curves in the form of spiral between the tangent sections and circular curve element are

designed to satisfy the requirements of allowable rate of change in experiencing centrifugal





acceleration by the user and attaining super-elevation on carriageway for the circular curve. For the

horizontal curves with radius of curvature less than 2000 m, transition curves are generally provided

on both ends of circular curve. The minimum transition lengths suggested in the IRC guideline are

indicated in the in the following sections.

10.7 VERTICAL ALIGNMENT

There are two major elements in vertical geometry of an alignment i.e. longitudinal gradient and

vertical curve. The following gradients for Plain / Rolling terrain conditions are given below.

Classification of Gradient Gradients for Different Terrain

Plain / Rolling

Ruling gradient 3.3% (1 in 30.0)

Limiting gradient 5% (1 in 20.0)

Exceptional gradient 6% (1 in 15.0)

Gradients up to the “ruling gradient” would be used as a matter of course in design. The limiting

gradients would be used where topography of a place compels this course or where the adoption of

gentler gradients would add enormously to the cost. Further, the steepest gradient or “exceptional

gradient” is meant to be adopted only in very difficult situations and for short lengths not exceeding

100m at a stretch.

Due to changes in grade in the vertical alignment of the highway vertical curves at the interchanges

and at locations where underpasses are to be inserted different grades will be provided in the design

so as to smoothen the vertical profile resulting in easing off of the changes in the gradients for the

fast moving vehicles. Both summit curves and valley curves will be introduced as per IRC guidelines.

The length of summit curve and valley curves (L) is guided by S, the sight distance and the deviation

angle (N).

(a) For Summit Curves :

i) When the length of the curve is greater than the sight distance L = NS2 / 4.4

ii) When the length of the curve is less than the sight distance L = 2 S – 4.4 / N

For Valley Curves :

i) when the length of curve is greater than the stopping sight distance

L = NS2 / (1.5 + 0.035 S)

ii) when the length of curve is less than the stopping sight distance

L = 2 S – (1.5 + 0.035 S) / N





10.8 STANDARDS FOR INTERCHANGE ELEMENTS

Lengths of speed change lanes for interchanges recommended are given below. Maximum vertical

gradient of 3.3 % generally would be adopted in design.

Description Design

Speed (Kph)

Radius

(m)

Stopping Sight

Distance (m)

Speed Change Lane

Acceleration

Lane (m)

Deceleration

Lane (m)

Ramp 80 230 130 300 130

Loop 60 130 80 400 150

10.9 SUBSURFACE DRAINAGE

Adequate drainage is a primary requirement for maintaining the structural condition and functional

effect of a good pavements structure including sub grade. Pavement must be protected from any

ingress of water. Otherwise over a period of time it many weaken the sub grade by saturating it and

cause distress in the pavement structure. The GSB layer shall extend through the full formation width

and shall act as the drainage layer for effective subsurface drainage.

Table 10.1 : Design Parameters for Vijayawada-Gundugolanu section and Hanuman Junction

Bypass [100 Kmph Design Speed]

S. No. Description Details

1 Design Speed 100 Kmph

2 Lane width 3.5 m

3 Raised Median Rural 4.5m

Urban 1.2m

4 Median side paved strip (Shy distance) 0.25 m

5 3-Lane carriageway 10.5m

6 Paved Shoulder 1.5m

7 Earthen Shoulder Rural 2.0m

Urban 1.5m

8 Camber

Pavement & Paved shoulder 2.50%

9 Earthen shoulder 3.00%

10 Width of Service Road 5.5 m

11 Separation Island Between carriageway & Service road in Urban 1.5m

12 Minimum width of Footpath 1.5m

13 Utility Corridor Rural 2.0m

Urban 1.5m

14 Maximum superelevation 5.00%

15 Minimum Stopping Sight Distance (SSD) 180 m

16 Minimum Intermediate Sight Distance (ISD) 360 m

17 Minimum radius of horizontal curve 360 m

18 Minimum radius of horizontal curve without transition 2000 m






19 Min. vertical gradient 0.30%

20 Absolute maximum vertical gradient 3.30%

21 Maximum grade change not requiring vertical curve 0.50%

22 Minimum length of vertical curve 60 m

23 Vertical clearance over NH/SH 5.5 m

24 Vertical clearance over rail 6.75 m

25 Radius of Horizontal curve (m) Min. transition length (m) Superelevation

360 130 5.00%

400 115 5.00%

500 95 5.00%

600 80 5.00%

700 70 5.00%

800 60 5.00%

900 55 4.90%

1000 50 4.40%

1200 40 3.70%

1500 35 3.00%

1800 30 2.50%

2000 NR Normal Camber

Horizontal Curve Parameters

Table 10.2: Design Parameters for Vijayawada Bypass [100 Kmph Design Speed]


1 Design Speed 100 Kmph

2 Lane width 3.5 m

3 Raised Median Rural 4.5m

Urban 1.2m

4 Median side paved strip (Shy distance) 0.25 m


6 Paved Shoulder 1.5m

7 Earthen Shoulder Rural 2.0m

Urban 1.5m

8 Camber

Pavement & Paved shoulder 2.50%

9 Earthen shoulder 3.00%

10 Width of Service Road 7.0m

11 Separation Island Between carriageway & Service road in Urban 1.5m

12 Minimum width of Footpath 1.5m

13 Utility Corridor Rural 2.0m

Urban 1.5m

14 Maximum superelevation 5.00%

15 Minimum Stopping Sight Distance (SSD) 180 m

16 Minimum Intermediate Sight Distance (ISD) 360 m

17 Minimum radius of horizontal curve 360 m

18 Minimum radius of horizontal curve without transition 1800 m

19 Min. vertical gradient 0.30%

20 Absolute maximum vertical gradient 3.30%

21 Maximum grade change not requiring vertical curve 0.50%






22 Minimum length of vertical curve 60 m

23 Vertical clearance over NH/SH 5.5 m

24 Vertical clearance over rail 6.5

25 Vertical clearance over rail for DFC 8.435 m

26 Horizontal Curve Parameters

Radius of Horizontal curve (m) Min. transition length (m) Superelevation

360 120 5.00%

400 110 5.00%

500 95 5.00%

600 95 5.00%

700 95 5.00%

800 95 5.00%

900 95 4.90%

1000 85 4.40%

1200 70 3.70%

1500 55 3.00%

1800 0 2.50%

2000 NR Normal Camber

10.10 DESIGN STANDARDS FOR BRIDGES/STRUCTURES

The cross drainage structures shall be classified as culverts, minor bridges and major bridges

depending up on the length of structure as per IRC standards. Structures up to 6m length fall into the

category of culverts, more than 6m and up to 60m in length as minor bridges and beyond this as

major bridges.

The design standards and loading to be considered for culverts, bridges, underpasses, flyovers and

ROB’s shall be those laid down in the latest IRC codes and/or IS codes. Where the said codes are

found wanting or are silent other codes at national or international level shall be followed in

consultation with the client. ROBs shall be planned and designed in consultation with the concerned

Railway Authorities.

1. The Indian Road Congress (IRC) codes will be the basis of bridge designs, underpasses and

flyover/ ROB’s. For items not covered by latter, provisions of Special Publications and

Specification for Roads and Bridges published by IRC shall be followed.

2. Grades of Concrete for superstructures will be as per MOST Specifications and IRC

Standards. The Minimum grade shall be M40 for PSC and M30 for RCC respectively.

3. For all new 3-lane structures, 3-lane live load will be considered as per IRC-6.

4. Locations of new Minor Bridges will generally be guided by the alignment of the highway.

But, for major bridges, the bridge location and its alignment shall override the highway

requirement in that portion.

5. On economic considerations and for ensuring good riding quality, wherever possible, for the

new bridges the layout of the existing bridges having a number of small spans will be

modified by decreasing the number of spans, maintaining the piers parallel and in line with

those of the existing structure.





6. The deck will have 2.5% unidirectional camber/cross fall and the wearing course will be of

uniform thickness of 15 mm Mastic and 50 mm BC. For high traffic density, thickness of

mastic and BC shall be 25 mm and 40 mm respectively.

7. In general it has been observed during the preliminary study that the type foundations for the

existing bridges have not suffered any distress.

8. Pile foundations may be adopted for flyovers and ROB structures, depending on the

properties of the strata based on sub-soil investigation reports to be carried out by

Concessionaire.

Width of New Bridges

NHAI / 4 laning and 6 laning manual guidelines are to be followed.

Flyovers

Where flyovers are proposed, minimum vertical clearance above the cross roads will be 5.0 m.

Where viaducts [continuous] are proposed and the intent is to also use the road under for vehicular

traffic [as in a 4 lane continuous viaduct with the current road retained under] then all the structure

vertically above the roadway under should have the 5.0 m clearance [and this includes the underside

of the crossheads on the columns].

Planning for New Bridges

In general, the following aspects are taken into account while planning for the new bridges and

structures:

Proper siting of bridge and geometrics of approaches;

Linear waterways and minimum vertical clearances;

Satisfactory geological conditions;

Aligning the piers with those of the existing structure to avoid cross currents and obstruction

to flow;

Minimum distance from the existing structure consistent with construction requirements and

hydraulic consideration;

Modular approach in design for both superstructure and substructures;

Minimum number of spans consistent with road deck levels and minimum vertical clearance

above design HFL

Continuity (Except deck continuity) to be provided in superstructure for better riding quality.





Planning for New Culverts

For culverts, following guidelines will be followed:

(a) For culverts in new carriageway, minimum span and vent height will be kept equal to that of

those in the existing carriageway; raising of deck level according to highway alignment will

be made wherever required.

(b) Weak and non-functional culverts to be dismantled and new culverts to be constructed with

carriageway and median matching with highway plan and profile.

(c) For central widening to three lane, new abutments will be provided on both sides of the

existing culverts. Existing slab to be dismantled and new slab with specified camber to be

cast for the full length.

(d) Culverts in service road locations to be extended up to the road side longitudinal drain.

(e) In new alignments and bypasses, sufficient numbers of balancing culverts are to be provided

wherever alignment crosses through flat agricultural fields and lies in close vicinity to high

embankments of railways and flood bunds.

(f) In case of culverts whose bed and floor have scoured off severely and considerable afflux is

observed, the same will be replaced with new culverts having adequate vents or with a minor

bridge, based on adequate hydrological studies.

(g) Culverts will be designed for IRC Class-A / Class-70R Tracked / Class-70R Wheeled

Loading as per relevant IRC Codal Provisions.

(h) Culverts shall be constructed for full formation width of the roadway.

(i) For pipe culverts, expansion chambers shall be provided at median/ between main

carriageway and service road for proper maintenance.

(j) All cross drainage pipe culverts with less than 900 mm diameter shall be replaced with new

1.2 m (minimum) diameter pipe culverts.

(k) All new pipe culverts shall be of minimum 1.2 m diameter.

Repair / rehabilitation of existing bridges

Repair and rehabilitation of existing bridges shall be carried out by a specialised agency. Before

taking up any repair ( except for items essential for road user safety/ make safe items), a project level

investigation shall be carried out for finding out the cause of distress and to suggest the

rehabilitation / strengthening measures required.


Vijayawada – Gundugolanu section, NH-5 Report’s Code Page Rev.

FINAL FEASIBILITY REPORT DTI 61 847 B03 11-i 0



CHAPTER 11: CONTENTS ..................................................................................................................................... I

11 PAVEMENT & MATERIALS INVESTIGATIONS AND DESIGN ................................................................... 11-1

11.1 INTRODUCTION ............................................................................................................................................... 11-1

11.2 PAVEMENT CONDITION SURVEY ......................................................................................................................... 11-1

11.3 PAVEMENT ROUGHNESS SURVEY ........................................................................................................................ 11-3

11.4 MATERIALS INVESTIGATION ............................................................................................................................... 11-5

11.5 EVALUATION OF PAVEMENT DESIGN PARAMETERS ............................................................................................... 11-11

11.5.1 Design Period ............................................................................................................................................ 11-11

11.5.2 Traffic Volumes ......................................................................................................................................... 11-12

11.5.3 Vehicle Damage Factors ........................................................................................................................... 11-13

11.5.4 Strength of Sub grade ............................................................................................................................... 11-13

11.6 EVALUATION OF DESIGN TRAFFIC (MSA) FOR PAVEMENT DESIGN .......................................................................... 11-14

11.7 PAVEMENT DESIGN FOR NEW CARRIAGEWAY ..................................................................................................... 11-18

11.8 STRENGTHENING OF EXISTING CARRIAGEWAY ..................................................................................................... 11-19

11.9 PAVEMENT COMPOSITION FOR SERVICE ROADS ................................................................................................... 11-20

11.10 FUNCTIONAL / STRUCTURAL OVERLAYS DURING OPERATION PERIOD ....................................................................... 11-20

11.10.1 General ..................................................................................................................................................... 11-20

11.10.2 Functional and Structural Overlays Requirement ..................................................................................... 11-20





11 PAVEMENT & MATERIALS INVESTIGATIONS AND DESIGN

11.1 Introduction

Pavement design basically aims at determining the total thickness of the pavement structure as

well as the thickness of the individual structural components for carrying the estimated traffic

loading under the prevailing environmental condition and adopted maintenance strategy with

satisfactory performance of the pavement will result in higher savings in terms of Vehicle

operating costs and travel time. Many design methods, from purely empirical to rigorous

analytical ones are available, and these are practiced in different parts of the world. In our

country, the generally adopted method of design of flexible pavement is the one recommended in

IRC: 37-2001, Guidelines for the Design of Flexible Pavements, is also an analytical method of

pavement design. For the effective design of pavement, rehabilitation proposals, there must

needs to assess the availability & suitability of potential construction material sources in the

project vicinity. Various engineering surveys and materials investigation has been carried out as

part of feasibility study and were discussed in the following sections.

This section presents the pavement and materials investigations followed by design process and

the resulting design recommendations.

11.2 Pavement Condition Survey

The visual pavement condition survey was carried out using Viziroad equipment along the project

road. The equipment is composed of

- A laptop computer with 2 additional keyboards of 24 key each.

- A distance sensor connected to the gearbox of the vehicle

- A 12 channel GPS

- A Digital video camera; plus

- A Bump Integrator for the roughness measurements [refer earlier Section 11.1 for brief

description of the roughness survey]

The Viziroad software was used for data acquisition in terms of distress levels, process and

corrects the raw data for assessment of visual pavement condition functionally.

The equipment was set up for logging the following defects elements and data:

Longitudinal cracking in 3 levels

Rutting/Deformations in 3 levels

Alligator cracking in 3 levels.

Patching in 3 levels.

Potholes in 3 levels

Stripping in 3 levels

Transverse cracking in 3 levels.

Border erosion in 3 levels





Vizir Index

The Vizir index is a quality index as defined from the French Central Road Laboratory. It uses

several matrices and a decision tree to construct a final note from 1 to 7 (computed for

elementary sections of 500m) as follows.

Severity

Damage 1 2 3

Deformation

rutting

Perceptible to user

but small

f < 2 cm

Severe deformations,

localized subsidence or

rutting

2 ≤ f ≤ 4 cm

Deformations severely

affecting safety or

travel time

f ≥ 4 cm

Cracking Hair line cracks in wheel

tracks or centerline

Open and/or branching

cracks

Markedly branched

and/or wide open

cracks; edges

sometimes damaged

Crazing

Fine crazing with no

loss of materials

large mesh ( > 50 cm)

Tighter crazing (<50cm)

sometimes accompanied by

loss of materials, stripping,

and incipient potholes

Very open crazing

forming blocks (<20

cm), sometimes

accompanied by loss

of materials

Repair

Either re-building

of part or all of

pavement

Or surface work

related to type B

defects

Surface work related to type A defects

Repair has stood up well Visible damage to

repair itself

Surface Condition Index Evaluation method

(1) Separate calculations for longitudinal cracking and

crazing. The larger of the two indices is used

Cracking

Index

If

(1)

5433

4322

3211

> 50 %10-50 %0-10%Extent

Severity

(1) Separate calculations for longitudinal cracking and

crazing. The larger of the two indices is used

Cracking

Index

If

(1)

5433

4322

3211

> 50 %10-50 %0-10%Extent

Severity

Deformation

Index

Id

5433

4322

3211

> 50

%

10-50

%0-10 %

Extent

SeverityDeformation

Index

Id

5433

4322

3211

> 50

%

10-50

%0-10 %

Extent

Severity

77654 - 5

6

5

4

4 - 5

First Damage Index

5543

4331 - 2

3210

31 - 20If

Id

77654 - 5

6

5

4

4 - 5

First Damage Index

5543

4331 - 2

3210

31 - 20If

Id

Correction for repairs

+ 1+ 103

+ 1002

0001

> 50%10 to 50 %0 to 10 %Extent

Severity

Correction for repairs

+ 1+ 103

+ 1002

0001

> 50%10 to 50 %0 to 10 %Extent

Severity

Surface Condition Index Is

Scale from 1 (best) to 7 (worst)





Pavement condition and actions required corresponding to various values of damage Index Is:

Rating 1 or 2

o Little or no cracking or deformation

o Good surface condition requiring no (or only just requiring) immediate maintenance.

Rating 3 or 4

o Cracks with little or no deformation, or deformation without cracking

o intermediate surface condition, bad enough to trigger maintenance work in the absence

of any other consideration

Rating 5-6-7

o Extensive cracking and deformation

o poor surface condition requiring major maintenance or overlay work

This rating can be cross-linked with deflection data and roughness data for further refinement of the maintenance, overlay or reconstruction works to be selected. From the analysis of data reveals the

following description of the pavement.

Km Summary condition

1076+480 1062+080 Relative good section, low/medium rutting due to flow. Localised severe

alligator/longitudinal cracks.

1062+080 1061+080

Mainly DBST section with structural rutting and extensive, sometimes

severe alligator cracking. This section is structurally not sound and not

adapted to the existing traffic.

1056+080 1022+480

Mainly DBST section with structural rutting and extensive, sometimes

severe alligator cracking. This section is structurally not sound and not adapted to the existing traffic.

11.3 Pavement Roughness Survey

The roughness survey of the project road was carried out in December 2006 on existing NH-5.

Roughness was measured using a Farnell bump integrator coupled to the Viziroad equipment.

The roughness of the measured section can be divided in 2 main sections.

First part from Km 1076+480 up to Km 1061+080 and

Second part from Km 1056+080 to Km 1022+480 where roughness is acceptable to bad.

In the above section we observe clearly the bad impact of transitions to bridges and slabs.

Settlements and lack of transition slabs are deteriorating the roughness significantly.

We also observe that the roughness on the old pavement [the original 2 lane road which was

then incorporated into the 4 laning] is in general significantly worse than on the new pavement.

In this section, roughness is mostly affected by the quality of the used asphalt mix, subject to

flow and plastic rutting and not much affected by structural defects.

Only the section in DBST Km 1076+480 to Km 1061+080 and Km 1056+080 to Km 1022+480

subjected to structural deformation and severe alligator cracking.

The results of the roughness survey are shown at the end of the following section.





Detail of the roughness measurements

Roughness was measured on the project section in both directions, in the slow lane, using the

bump (Farrell type on the rear axle of the vehicle). Before measurements the equipment was

calibrated according the specifications of the WB (WB technical paper 47).

Calibration.

Calibration was performed on 8 representative sections, grouped in 4 blocks of 400 m.

Each block was preceded by a lead-in section of 200 m, having a similar roughness to gain and

stabilize speed of the measuring vehicle. Each section was measured 5 times at a speed of 40

km/h and 5 times with a speed of 40 km/h. Those speeds allow evaluating the impact of the

speed on the measurements.

Every section was marked with paint on the road and in both wheel paths the elevation was

measured using a topographic level with intervals of 50 cm.

The roughness of each track was computed in IRI (m/km) according the algorithm defining IRI

computation from topographic surveys, as published by the World Bank using the program

available with the Viziroad equipment.

The roughness of both wheel paths for one test section was average to represent the

representative roughness of the section, as seen by the bump integrator mounted on the rear

axle of the measuring vehicle

The results of the topographic survey and the resulting roughness are summarized in the

following table: The correlation between the number of bump counts and the roughness

measured by topographic survey is shown below for both the 40 and 50 km/h runs.

One can observe that the result almost independent from the speed, as long as we stay within

the limits of 40 to 50 km/h. This allows us to use a unique correlation for all speeds within those

limits.

IRI =0.0047 +0.2125 * Count

The values where the speed is out of the speed limits (38 – 52.5 km/k) should not be taken in

consideration. For informative reasons they will be shown in the graphs in red.

SECTION SUBSECTION IRI TOPO

1 1 3.94

1 2 3.72

2 1 5.27

2 2 4.33

3 1 3.39

3 2 3.77

4 1 5.66

4 2 5.52





0

1

2

3

4

5

6

7

0 10 20 30 40

CNT50

CNT40

Linear (CNT50)

Linear (CNT40)

11.4 Materials Investigation

A Materials Report for this project has been produced as a separate stand alone document [see

end of this chapter]. Previous materials reports have been analysed, and fresh rock / soil samples

collected and tested. The findings are very briefly summarised below:

Vijayawada and Hanuman Junction Bypass:

Based on the testing results of soils at different locations of Proposed Vijayawada bypass carried

out at the laboratory. The soils are observed to be Black Cotton soils for major length of the

alignment. In some stretches red earth type of soils are noticed. All the soils contain considerable

percentage of clay content. The soils are mostly CL, CI, SC and GC in nature.

Some slushy stretches were observed in some stretches and the top 300mm thick layer is to be

replaced with suitable borrow soil. The approximate total length of such stretches is 2.0 kms.

Apart from these slushy stretches, the soils in most of the other stretches satisfy embankment

requirements. For sub-grade formation it is preferable to provide soils producing a minimum 4-

day soaked CBR of 10%.Some Soils from borrow sources need blending with sand for producing

a CBR of 10%.

Test results of soil samples collected along the proposed alignment of Vijayawada bypass are

tabulated in table below.

The list of borrow soil sources are also furnished below:

a) Tenali (Vejella), Kaakni, Lam, Koppuravuru, Mangalagiri, Krishna bridge approaches and

Vaddeswaram in Guntur District.

b) Thempally, Nunna Mangalapuram and Gollanapally in Krishna District.

Pond Ash: As per the recent Government of India notification, it is mandatory to use pond ash

for road construction works. However as per MoEF and NHAI guidelines, the usage of pond (fly)

ash is proposed for high embankment portions, bridges, flyovers, underpasses and ROB

approaches. Pond ash is to be covered with suitable soils on top and sides as per IRC guidelines.





Vijayawada to Eluru:

Borrow areas for construction of embankment and subgrade were identified from the available

reports. Similarly, useable stone metal quarries, water and sand sources with their locations were

identified for the new construction. All materials complied well with respect to their engineering

and quality aspects.





Table 11.1: Soil test results

S.N.

Sampled at Ch.

Sand Content /

Gradation Atterberg Limits

Soil Classificatio

n

Modified Proctor Test

Values

FSI (%)

CBR (%)

Remarks Natural

Moisture content (%)

Gravel (%)

Coarse

sand (%)

Medium

Sand size (%)

Fine sand Sand (%)

Silt & Clay (%)

LL (%)

PL (%)

PI (%)

MDD (in

g/cc)

OMC (%)

1 Sample at Rly track Starting 25.6 1.20 2.80 9.40 13.4 73.2 59.4 22.9 36.5

16.5 19.0 50.0 --

2 Sample at Mandadam 28.2 0.00 0.80 01.8 04.4 93.0 64.6 27.6 37.0

16.9 19.8 60.0 --

3 Sample at Venkata palem

near Krishna 27.5 0.00 01.0 02.2 04.5 92.3 63.0 25.4 37.6

16.5 18.5 55.0 --

4 Sample at NH-9, Crossing at

Km 265+300 24.7 0.00 0.00 02.8 17.2 80.0 61.6 24.0 37.6

16.5 20.5 80.0 2.3

5 Sample near Pamula Kaluva

at Km 1079+280 19.3 0.80 01.4 04.2 13.4 80.2 54.3 24.3 30.0

17.1 20.0 70.0 --

6 Sample at Nunna at Km

1072+930 18.4 0.40 0.60 06.2 15.2 77.6 54.9 20.0 34.9

17.5 18.5 50.0 --

7 Nunna to Gannavaram 16.0 0.00 0.60 23.6 40.8 35.0 28.1 11.7 16.4

22.6 7.47 0.00 17.8

8 Sample at Gannavaram end

point 15.2 0.00 0.00 19.0 28.0 53.0 43.6 16.8 26.8

20.0 11.6 40.0 3.60





Finally, the investigations then carried out led to the use of earth material from the borrow areas

located along NH5 and NH9 as follows:

NH5: 1. Km 1083+080 left side 7km - Sawan Gudem

2. Km 1081+380 left side 3. Km 1079+080 left side 6 km - Purushotam Patnam Quarry

4. Km 1074+080 left side 6km – Veerapanneni gudem Quarry

5. Km 1059+080 left side 9 km - Kotta Palli Quarry

NH9: 1. Km 201.2 Right side, gravel quarry

2. Km 219.0 left side 1 km Munieru River Bed, sand source

3. Km.219.0 left side 2.0 km, gravel quarry 4. Km. 226.0, RS, Murieru River Bed, Sand

Sub base The materials available in gravel/moorum quarries in the surrounding area contain high clay

contents and possess higher Liquid Limit and Plasticity Index values higher than the permissible

values. Percentage passing 75 micron sieve is also very high and these soils don’t satisfy 10%

fines requirement as per clause 401 of MORTH Standard Specifications for road and bridge works.

Even blending with sand and stone dust will not satisfy most of the GSB and drainage layer

requirements. A minimum permeability of 20m/day is required for effective drainage layer. Hence

GSB as per grading III, II or grading I of table 400-2 with crushed aggregates may be provided.

All the mixes confirming to the above grading produce a minimum CBR of 30% required for sub

base. They also satisfy the permeability requirements of 20m/day and all the other MORTH and

IRC requirements.

Base and other Pavement courses

For the Vijayawada bypass, two important quarries at Perecherla and Palakaluru are available in

Guntur District. Two important quarries at Donabanda (Km 142+000 to Km 143+000 on NH-9)

and Ketanakonda (Km 1079+680 to Km 1079+580 on NH-5) are available in Krishna District.

Aggregates from these quarries are assessed for the suitability of aggregates for construction of

the base and pavement courses. These quarries were investigated for their suitability for

purposes of base course and other pavement courses, and were established as an acceptable

source for construction of base course and other pavement layers.

Sand Sources

The nearest source of sand (fine aggregate) in the stretch is Krishna river and quarries are

available at Seethanagaram in Guntur District and Damuluru and Moolapadu in Krishna District.

For the validation testing, the sand sample was collected from the river bed. The gradation test

performed on the sand sample indicated fineness modulus of 2.62 which lies between the F.M.

range of 2.6 to 2.9 indicating medium sand. The sample tested corresponded to Grade III. The

results of this sample show there is positive promise and potential for using this sand source for

construction works.

Moolapadu sand is suitable for filling and sand from Seethanagaram and Damuluru is suitable for

construction. Coarse sand available from Seethanagram and Damuluru quarries is suitable for use

in cement concrete works and in sand gravel mixes also.





Construction Water

Water from Krishna river can be used for construction purpose. These are free from major

contamination and hence can be used as the water sources for concrete and construction of road works. Also, tube wells at suitable places can be installed if necessary. Along with Krishna river

two more rivers were located on NH 5 and 9, which were mentioned below:

1. Tamileru River on NH5 located at Km 1039+380 on Eluru Bypass.

2. Munieru River located at Km 266+000 on NH9.

Water samples from these sources should be tested in laboratory for their suitability.

Eluru to Gundugolanu:

Borrow areas for embankment and subgrade construction inclusive of the quarry materials, water

and sand etc. meeting the technical as well as their quantity aspects were identified based on

existing reports as well as new test results.

In view of the above observations which were based on existing information as well as testing of

the limited soil, quarry and water samples, it seems reasonable to conclude that the prospects of

obtaining suitable and good quantities of various highway materials appears bright. However, it

does not in any way reduce the significance of the Concession Company collecting reasonable

numbers of samples of each type of material and subjecting them to proper engineering tests in a

recognised laboratory when construction of the new widening becomes a reality. Finally, the

investigations then carried out led to the use of earth material from the borrow areas located

along NH5 as follows:

NH-5:

1. Km 1059+080 left side 9 km - Kotta Palli Quarry

2. Eluru Bypass Km 1039+380 - Tamileru River Sand

3. Km 1039+380 Eluru Bypass, left side 6.6 km - Janam Peta quarry

4. Km 1021+080 left side 6.6 km sand gravel mix









11.5 Evaluation of Pavement Design Parameters

11.5.1 Design Period

According to Manual of Specifications and Standards for 6 Laning of Highways through

Public Private Partnership, IRC:SP:87-2010, & IRC:SP:84-2009 flexible pavement shall

be designed for a minimum design period of 15 years or operation period, whichever is more

with a provision of stage construction (Refer Clause 5.4.1 of the stated manual). In the present

case, proposed bypass is of completely new alignment and this project may be implemented on





BOT/DBFO basis. Assuming 3 years time required for construction of bypass, the road will be

operated from 2014.

Summarizing, the design period for the pavement structure for the new carriageway was

considered as 20 years.

11.5.2 Traffic Volumes

As part of Feasibility study for 6 laning of Vijayawada-Eluru-Rajahmundry, section of NH-5, a

detailed traffic surveys along the project road has been conducted in the year 2007. Detailed

traffic projections over the design life and growth rates estimated for different types of vehicles

from such surveys has been used in this report. For the purpose of pavement design, commercial

vehicles of gross vehicle weight more than 3 tonnes has been considered. Such vehicles consisted

of LCVs, 2 axle trucks, 3 axle trucks and multi axle trucks, which generally use the bypass.

Growth rates estimated for the Feasibility Study for 6 laning of Chilakaluripet-Vijayawada, NH-5

and Vijayawada-Eluru-Rajahmundry are suitably modified in the light of four laning of the

Hyderabad-Vijayawada section and adopted for the present study. The growth rates estimated for

the Vijayawada bypass are presented for the realistic scenario. The estimated/proposed growth

rates for different vehicle types are as below for Vijayawada bypass and main stretch and

hanuman junction :

Adopted growth rates for Vijayawada Bypass

Period Bus LCV 2 Axle Truck

3 Axle Truck

MAV up to 6 Axle

MAV >6 Axles

HCM/ EME

2011-15 6.0 7.5 7.5 7.5 7.5 7.5 7.5

2016-20 5.5 6.5 6.5 6.5 6.5 6.5 6.5

2021-25 5.0 6.0 6.0 6.0 6.0 6.0 6.0

>2025 5.0 5.0 5.0 5.0 5.0 5.0 5.0

Adopted growth rates for existing main carriageway and hanuman junction

Period Bus LCV 2 Axle Truck

3 Axle Truck

MAV up to 6 Axle

MAV >6 Axles

HCM/ EME

2011-15 5.5 6.6 6.6 6.6 6.6 6.6 6.6

2016-20 5.5 6.6 6.6 6.6 6.6 6.6 6.6

2021-25 5.0 6.1 6.1 6.1 6.1 6.1 6.1

>2025 5.0 5.0 5.0 5.0 5.0 5.0 5.0

The above growth rates of commercial vehicles have been considered for assessment of design

traffic in terms of MSA.

Estimated traffic of the Vijayawad bypass,Hanuman junction bypass and existing stretch has been

projected with below growth rates and presented for the year 2010. Table 11.1 gives the year

2010 (now base year) traffic volumes in terms of AADT for the entire bypass section, for the

calculation of design traffic in terms of MSA for pavement design.





Table 11.1: Base Year Traffic Volumes

Type of Commercial

Vehicles

Number of commercial vehicles (AADT) in the year 2010

western

alignment

section 1

(Vijayawada)

western

alignment

section 2

(Vijayawada)

Hanuman Junction

bypass

Other than bypass

stretch

Bus 0 0 780 1167

LCV 328 247 386 568

2 axle trucks 1102 1739 900 1667

3 axle Rigid 1287 810 891 2521

Multi axle vehicles 147 162 87 377

Total 2,864 2958 3044 6033

11.5.3 Vehicle Damage Factors

As part of Preparation of Feasibility study for six-laning from chilakaluripet-Vijayawada-Eluru-

Rajahmundry section of NH-5, which is in continuation of the present bypass in east of

vijayawada, a comprehensive axle load surveys were conducted at km 416.700 (Kaza Toll Plaza)

and km 31.500 (Pottipadu Toll Plaza) in the year 2007, to estimate the loading behaviour of

commercial vehicles plying on the stretch of NH-5. Loaded and empty vehicle VDF for each mode

has been estimated. The VDF values obtained from such survey has been used in this report for

estimation of design MSA. The summary of VDFs adopted is given in Table 11.2 below.

Table 11.2: Adopted Vehicle Damage Factors

Vehicle Type Kaza Toll Plaza

Pottipadu Toll

Plaza

Recommended

VDF ( Weighted

Average) Empty Loaded Empty Loaded

LCV 0.02 1.68 0.01 0.19 0.62

2 Axle 0.17 3.28 0.16 2.83 2.43

3 Axle Rigid 0.26 7.49 0.18 7.43 6.46

MAV 0.49 20.68 0.74 21.55 18.13

As the bypass is not having the bus traffic, the VDF for bus has not been considered. However, in

general the VDF for the bus in most of the cases equivalent to VDF of LCV.

From the above table it can be observed that, the 3-Axle trucks and MAV are overloaded by 20%

and 60 % respectively of the maximum permissible limits.

11.5.4 Strength of Sub grade

The strength of sub-grade in terms of California Bearing Ratio (CBR) is required for the design of

new flexible pavement if catalogue design of IRC: 37-2001 is used. The consultants had explored

and identified the potential borrow areas for the construction of sub grade and embankment

along the proposed bypass alignment. From this investigation and laboratory testing of soil

samples revealed that good strength soils with CBR values varying from 8% to 12 % are available





with reasonable lead. Also, as part of Feasibility study for Preparation of six-laning from

Vijayawada-Eluru-Rajamundry section, a number of borrow areas have been identified along the

project stretch as sources for embankment and subgrade filling material. Such investigation also,

shows that the borrow area soils of CBR 8% are available within the project vicinity with

reasonable lead (haulage distance) from site all along the project road.

Thus, a 4-day soaked CBR of 8 % has been considered as sub-grade strength for pavement

design for the entire project road except vijayawada bypass, where it has considered as 10%.

11.6 Evaluation of Design Traffic (MSA) for Pavement Design

Base year traffic (vehicle category-wise & in terms of AADT), traffic growth rates, design life (in

terms of number of years) and vehicle damage factors are required to estimate the design traffic

in terms of equivalent standard axles. The following data have been considered to arrive at the

design traffic (MSA).

Base year – 2010

Traffic opening year – 2014 (assumed)

Design Life – 20 years (includes 3 year construction period)

Traffic growth rates from section 11.5.2

Vehicle damage factor – as listed at Table 11.5.3 above

For flexible pavements, the percentage of vehicles in heaviest loaded lane can be determined as

per IRC: 37-2001 guidelines given below:

Type of facility Lane distribution factor

4- lane divided carriageway (from 2014 to 2033)

for Vijayawada bypass 75 % of commercial traffic in each direction

6- lane divided carriageway (from 2014 to 2033) 60 % of commercial traffic in each direction

The details of MSA calculations are provided in Table 11.4 and the summary is abstracted at

Table 11.3 below.

Table 11.3: Summary of Design MSA for the project road

Traffic Homogeneous Section

Design Traffic in MSA

10 year

period (2014 to

2023)

20 year design

life (2014 to

2033)

Vijayawada bypass- Western section-1 34 94

Vijayawada bypass- Western section-2 31 85

Hanuman Junction bypass 20 53

Other than bypass (existing main CW) 46 122





Table 11.4: Summary of Design MSA for the project road

Estimation of Design Traffic in terms of MSA Western Alignment section-1

Year

Commercial Vehicles Bothway (Vehicles/day) Design ESA in Million

Cumulative Design MSA

Remarks Bus LCV

2-Axle Truck

3-Axle Truck

MAV Total Year Wise New Pavement

VDF values 0.62 0.62 2.43 6.45 18.12

2010 0 328 1102 1287 147 2864 1.90

4-Lane Construction

Growth rate (%) 6.0 7.5 7.5 7.5 7.5

2011 0 353 1185 1384 158 3079 2.04

2012 0 379 1273 1487 170 3310 2.19

2013 0 407 1369 1599 183 3558 2.35

2014 0 438 1472 1719 196 3825 2.53 2.53

Traffic Opened on New Lanes from year

2013

2015 0 471 1582 1848 211 4112 2.72 5.25

Growth rate (%) 5.5 6.5 6.5 6.5 6.5

2016 0 501 1685 1968 225 4379 2.90 8.1

2017 0 534 1794 2096 239 4664 3.09 11.2

2018 0 569 1911 2232 255 4967 3.29 14.5

2019 0 606 2035 2377 271 5289 3.50 18.0

2020 0 645 2168 2531 289 5633 3.73 21.7

Growth rate (%) 5.0 6.0 6.0 6.0 6.0

2021 0 684 2298 2683 306 5971 3.95 25.7

2022 0 725 2435 2844 325 6330 4.19 29.9

2023 0 768 2582 3015 344 6709 4.44 34.3

2024 0 814 2736 3196 365 7112 4.71 39.0

2025 0 863 2901 3388 387 7539 4.99 44.0

Growth rate (%) 5.0 5.0 5.0 5.0 5.0

2026 0 907 3046 3557 406 7916 5.24 49.3

2027 0 952 3198 3735 427 8311 5.50 54.8

2028 0 999 3358 3922 448 8727 5.77 60.54

2029 0 1049 3526 4118 470 9163 6.06 66.60

2030 0 1102 3702 4324 494 9621 6.37 72.97

2031 0 1157 3887 4540 519 10102 6.69 79.65

2032 0 1215 4082 4767 544 10608 7.02 86.67

2033 0 1276 4286 5005 572 11138 7.37 94.04

2034 0 1339 4500 5255 600 11695 7.74 101.78

2035 0 1406 4725 5518 630 12280 8.13 109.91

2036 0 1477 4961 5794 662 12894 8.53 118.44

2037 0 1550 5209 6084 695 13538 8.96 127.40

2038 0 1628 5470 6388 730 14215 9.41 136.80

2039 0 1709 5743 6707 766 14926 9.88 146.68

2040 0 1795 6030 7043 804 15672 10.37 157.05

2041 0 1885 6332 7395 845 16456 10.89 167.94





Estimation of Design Traffic in terms of MSA

Western Alignment section-2

Year

Commercial Vehicles Both way (Vehicles/day) Design ESA in Million


Remarks Bus LCV

2-Axle Truck

3-Axle Truck


VDF values 0.62 0.62 2.43 6.45 18.12

2010 0 247 1739 810 162 2958 1.72

4-Lane Construction

Growth rate (%) 6.0 7.5 7.5 7.5 7.5

2011 0 266 1869 871 174 3180 1.84

2012 0 285 2010 936 187 3418 1.98

2013 0 307 2160 1006 201 3675 2.13

2014 0 330 2322 1082 216 3950 2.29 2.29


2013

2015 0 355 2497 1163 233 4247 2.46 4.76

Growth rate (%) 5.5 6.5 6.5 6.5 6.5

2016 0 378 2659 1238 248 4523 2.62 7.4

2017 0 402 2832 1319 264 4817 2.79 10.2

2018 0 428 3016 1405 281 5130 2.98 13.2

2019 0 456 3212 1496 299 5463 3.17 16.3

2020 0 486 3421 1593 319 5818 3.38 19.7

Growth rate (%) 5.0 6.0 6.0 6.0 6.0

2021 0 515 3626 1689 338 6167 3.58 23.3

2022 0 546 3843 1790 358 6537 3.79 27.1

2023 0 579 4074 1898 380 6930 4.02 31.1

2024 0 613 4318 2011 402 7345 4.26 35.4

2025 0 650 4577 2132 426 7786 4.52 39.9

Growth rate (%) 5.0 5.0 5.0 5.0 5.0

2026 0 683 4806 2239 448 8175 4.74 44.6

2027 0 717 5047 2351 470 8584 4.98 49.6

2028 0 753 5299 2468 494 9013 5.23 54.82

2029 0 790 5564 2592 518 9464 5.49 60.31

2030 0 830 5842 2721 544 9937 5.77 66.08

2031 0 871 6134 2857 571 10434 6.05 72.13

2032 0 915 6441 3000 600 10956 6.36 78.49

2033 0 961 6763 3150 630 11504 6.67 85.16

2034 0 1009 7101 3308 662 12079 7.01 92.17

2035 0 1059 7456 3473 695 12683 7.36 99.53

2036 0 1112 7829 3647 729 13317 7.73 107.26

2037 0 1168 8220 3829 766 13983 8.11 115.37

2038 0 1226 8631 4020 804 14682 8.52 123.89

2039 0 1287 9063 4221 844 15416 8.94 132.83

2040 0 1352 9516 4432 886 16187 9.39 142.22

2041 0 1419 9992 4654 931 16996 9.86 152.08





Estimation of Design Traffic in terms of MSA

Hanuman Junction

Year



Remarks Bus LCV

2-Axle Truck

3-Axle Truck


VDF values 0.62 0.62 2.43 6.45 18.12

2010 780 386 900 891 87 3044 1.12

6-Lane Construction

Growth rate (%) 5.5 6.6 6.6 6.6 6.6

2011 823 411 959 950 93 3236 1.19

2012 868 439 1023 1012 99 3441 1.27

2013 916 468 1090 1079 105 3658 1.36

2014 966 498 1162 1151 112 3890 1.44 1.44


2013

2015 1019 531 1239 1226 120 4136 1.54 2.98

Growth rate (%) 5.5 6.6 6.6 6.6 6.6

2016 1075 566 1321 1307 128 4398 1.64 4.6

2017 1135 604 1408 1394 136 4676 1.75 6.4

2018 1197 644 1501 1486 145 4972 1.86 8.2

2019 1263 686 1600 1584 155 5287 1.98 10.2

2020 1332 731 1705 1688 165 5622 2.11 12.3

Growth rate (%) 5.0 6.1 6.1 6.1 6.1

2021 1399 776 1809 1791 175 5951 2.24 14.6

2022 1469 823 1920 1901 186 6298 2.38 16.9

2023 1542 874 2037 2016 197 6666 2.52 19.5

2024 1619 927 2161 2139 209 7056 2.67 22.1

2025 1700 983 2293 2270 222 7468 2.84 25.0

Growth rate (%) 5.0 5.0 5.0 5.0 5.0

2026 1785 1033 2408 2384 233 7842 2.98 28.0

2027 1875 1084 2528 2503 244 8234 3.13 31.1

2028 1968 1138 2654 2628 257 8646 3.28 34.36

2029 2067 1195 2787 2759 269 9078 3.45 37.81

2030 2170 1255 2926 2897 283 9532 3.62 41.43

2031 2279 1318 3073 3042 297 10008 3.80 45.23

2032 2393 1384 3226 3194 312 10509 3.99 49.22

2033 2512 1453 3388 3354 327 11034 4.19 53.40

2034 2638 1526 3557 3522 344 11586 4.40 57.80

2035 2770 1602 3735 3698 361 12165 4.62 62.42

2036 2908 1682 3922 3882 379 12774 4.85 67.27

2037 3054 1766 4118 4077 398 13412 5.09 72.36

2038 3206 1854 4324 4280 418 14083 5.35 77.71

2039 3367 1947 4540 4494 439 14787 5.61 83.32

2040 3535 2044 4767 4719 461 15526 5.89 89.22

2041 3712 2147 5005 4955 484 16303 6.19 95.41





Assessment of Design Traffic in terms of MSA

Homogeneous section (Vijayawada-Gundugilanu)

Year



Remarks Bus LCV

2-Axle Truck

3-Axle Truck

MAV Total Year Wise

Old pavement

New Pavement

VDF values 0.62 0.62 2.43 6.46 18.13 (2012-2034)

(2015 -2034)

2010 1,167 568 1,667 2,521 377

6300 3.87

Awarding

&FC

2011 1,225 596 1,750 2,647 396 6614 4.06 4.06 Construction period of

3yrs 2012 1,286 626 1,838 2,779 416 6945 4.26 8.32

2013 1,350 657 1,930 2,918 437 7292 2.28 10.60

2014 1,418 690 2,027 3,064 459 7658 1.94 12.54 1.94

6-lane facility

2015 1,489 725 2,128 3,217 482 8041 3.95 16.49 5.89

2016 1,563 761 2,234 3,378 506 8442 4.15 20.64 10.0

2017 1,641 799 2,346 3,547 531 8864 4.35 24.99 14.4

2018 1,723 839 2,463 3,724 558 9307 4.57 29.56 19.0

2019 1,809 881 2,586 3,910 586 9772 4.80 34.36 23.8

2020 1899 925 2715 4106 615 10260 5.04 39.40 28.8

2021 1,994 971 2,851 4,311 646 10773 5.29 44.70 34.1

2022 2,094 1,020 2,994 4,527 678 11313 5.56 50.25 39.7

2,023 2199 1071 3144 4753 712 11879 5.83 56.09 45.5

2024 2,309 1,125 3,301 4,991 748 12474.00 6.13 62.21 51.61

2025 2,424 1,181 3,466 5,241 785 13097 6.43 68.65 58.0

2026 2,545 1,240 3,639 5,503 824 13751 6.75 75.40 64.8

2027 2,672 1,302 3,821 5,778 865 14438 7.09 82.49 71.9

2028 2,806 1,367 4,012 6,067 908 15160 7.45 89.94 79.33

2029 2,946 1,435 4,213 6,370 953 15917 7.82 97.75 87.15

2030 3,093 1,507 4,424 6,689 1,001 16714 8.21 105.96 95.36

2031 3,248 1,582 4,645 7,023 1,051 17549 8.62 114.58 103.98

2032 3,410 1,661 4,877 7,374 1,104 18426 9.05 123.63 113.03

2,033 3581 1744 5121 7743 1159 19348 9.50 133.13 122.53

11.7 Pavement Design for New Carriageway

Design of new flexible pavement applies to the new carriageways for the proposed bypass with 6-

lane facility. The methodology recommended in IRC: 37-2001 has been adopted. The objective of

the pavement design is to provide the best combination and thickness of pavement structure

materials, over the sub-grade that will reduce the stress caused by loading to within the load-

carrying capacity of the sub-grade soil. Pavement structure worked out for the entire operation

period will be constructed in one-go before opening to traffic.





The ultimate pavement structure to account for entire design life of 20 years (2014 to 2033) is

presented in Table 11.5 below.

Table 11.5: Pavement Structure for 20 Year Design Life

Design Section Design

CBR

Design traffic (msa)

Pavement composition

(thickness of layers in mm)

BC DBM WMM GSB

Vijayawada bypass- Western section-1

10 94 49 128 250 200


10 85 47 124 250 200

Hanuman Junction bypass

8 53 41 121 250 200

Other than bypass (existing main CW)

8 122 50 144 250 200

As mentioned earlier (Section 11.2.1), the proposed pavement design life of 20 years excluding

construction period was considered. Estimated traffic loading for 20 year concession period in

terms of cumulative standard axle load is quite low compared to the design traffic estimated for

main NH-5 from Vijayawada-Eluru-Rajahmundry section. Moreover, the assessment of traffic in

terms of number of commercial vehicles for such a distant horizon of 20 year from now has

doubtful precision. Also, vehicle fleet composition and vehicle damaging factors obtained today

may not remain same for a future period of 20 years. As per the latest codes and documents, the

strengthening/new construction shall be of 50mm BC. Thus, accordingly the BC layer of thickness

50mm has been considered and the proposed thicknesses and composition of pavement layers is

presented in the Table 11.5 below.

Table 11.5: Recommended Pavement Composition for new construction/widening

Design Section Design

CBR

Design traffic (msa)

Pavement composition

(thickness of layers in mm)

BC DBM WMM GSB Sub

grade


10 94 50 125 250 200 500


10 85 50 120 250 200 500

Hanuman Junction bypass

8 53 50 110 250 200 500

Other than bypass

(existing main CW) 8 122 50 140 250 200 500

A sub grade of 500mm thickness and 8% CBR is required as an integral part of the pavement

structure along the project road and 10% for Vijayawada bypass.

11.8 Strengthening of Existing Carriageway

At the time of 6-laning construction, the existing pavement needs to be strengthened by flexible

overlay of 50mm BC to extend the design life with widening portion and matching of bituminous

concrete BC layer for both new construction and overlay.





11.9 Pavement Composition for Service Roads

Service road pavement composition is designed for 10 MSA traffic loading as given in para 5.5.5

of Manual of Specifications & Standards for “Six Laning of Highways through Public Private

Partnership” published by IRC as SP:87-2010. The design CBR of 8% has been considered. The

composition and thickness of component layers as worked out is given in Table 11.6 below:

Table 11.6: Pavement Composition for Service Roads

Pavement composition Design thickness

(mm) Total thickness

(mm)

Bituminous Concrete (BC) 40

550 Dense Bituminous Macadam (DBM) 60

Wet Mix Macadam (WMM) 250

Granular Sub-Base (GSB) 200

Sub grade with 8% CBR 500 500

11.10 Functional / Structural Overlays during Operation Period

11.10.1 General

During the operational phase, the initial designed pavement structure will be subjected to both

load induced and environmental damages. The notion of pavement lifetime can not be easily

defined as development of fatigue damage is inherently random. Safety, riding comfort and cost

effectiveness concerns always require maintenance operations to be performed before complete

pavement failure. Thus, it becomes necessary for the Concessionaire to take up appropriate

maintenance measures to ensure that the functional quality does not fall below the prescribed

levels, and at the same time the structural integrity of the pavement is maintained so that it

serves well throughout the concession period without the need for un-scheduled rehabilitation or

reconstruction measures. During this period, performance of the pavement will be closely

monitored and appropriate maintenance actions taken to maintain its functional characteristics

and structural integrity.

11.10.2 Functional and Structural Overlays Requirement

Considering the design life of 20 years from traffic opening on to the new 4-lane bypass facility,

the following overlay treatments are proposed.

Type-I Overlay

In India, it has been observed that even if the bituminous crust is provided for 15 to 20 year

design period, first overlay is mostly required in the initial operating period of 6 to 8 years after

opening the traffic. During this period, certain damages in the form of undulation and unequal

settlements are anticipated in the pavement surface due to foundation settlement and

compaction of the body of the embankment. For correction of these, a profile correction course

(PCC) of variable thickness would be required. For this purpose, a combination of BC layer of

25mm with PCC of 25mm BC laid with total thickness of 50mm is proposed. Choice of DBM in its

place would have meant a much thicker mat, and also heterogeneous structure (DBM over BC).

Type -2 Overlay

This, comprising a thin surfacing course is essentially intended for restoring the riding quality

which might have deteriorated because of traffic action and other environmental problems. For





high-type roads, this is normally applied once in 6-8 years, and the same frequency is proposed.

The layer will be of BC, 40mm in thickness, using modified binder and 13mm nominal size

aggregate.

In summary, the following maintenance intervention is proposed to cover the entire

operation/concession period.

At the end of year

after COD Type of Overlay Proposed Overlay Structure

6th to 7th Strengthening (Type 1) with profile

correction

25 mm profile correction BC+ 25

mm BC

12th to 13th Functional (Type 2) 40 mm BC

18th to 19th Functional (Type 2) 40 mm BC

Draft Combined Feasibility Study for 4/6

Laning of

Vijayawada – Gundugolanu section, NH-5





CHAPTER 12: CONTENTS ...................................................................................... 1

12. AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS ........... 2

12.1 GENERAL .................................................................................................................................................. 2

12.2 AVAILABLE RIGHT OF WAY ALONG THE PROJECT ROAD ....................................................................... 2

12.3 REQUIRED RIGHT OF WAY ....................................................................................................................... 3


Laning of





12. AFFECTED PROPERTIES AND RIGHT OF WAY REQUIREMENTS

12.1 GENERAL

Once the as-built drawings and site conditions were examined it became obvious that the 6 laning

[along with service roads] could not generally be fitted into within the available right-of-way.

12.2 AVAILABLE RIGHT OF WAY ALONG THE PROJECT ROAD

The Right of Way details (roadway width in meters) collected from the NHAI local offices [in

December 2006] are presented in the following sections.

Discussions with local NHAI and Revenue officers reveals that the recent land-take for 4-laning of

project road was restricted [when 4 laning was undertaken in the 1990s] only to the minimum

required for the construction of additional 2 lanes on the sections other than bypasses. Further these

offices do not hold the up-dated revenue records after the acquisition for 4-laning project except for

some revenue divisions. It is also learned that the RoW boundary stones established in some

sections are destroyed locally by the public for various reasons including farming.

Subsequently the details collected were randomly verified on the field wherever possible and found

to be relatively close to the widths provided by these organisations.

Graphically, for the northern 200 km section of the project, the ROW width is shown on the following

graphs. It can be seen the ROW drops in width to under 30m in places.


Laning of





Graph 1: Preliminary ROW details [full ROW width shown]

Preliminary Right of way details on northmost 200km section [Total existing ROW width]

0.0

20.0

40.0

60.0

80.0

100.0

120.0

0+000 20+000 40+000 60+000 80+000 100+000 120+000 140+000 160+000 180+000 200+000

Km [Vijayawada - Divnacheru]

RO

W W

idth

[m

]

12.3 REQUIRED RIGHT OF WAY

For the ease of analysis of land take requirements for the current objective of the project, the Right of

Way details are presented in different sections.

The right of way required for 6-laning with service roads is in the order of 54 meter in the urban

section which includes provision of shoulders and wider service road to cater the mixed local traffic

and 60 in 4 lane Vijayawada bypass, 70 in Existing NH5 widening to 6lane & 80 in Hanuman

Junction Bypass in the rural section. An additional land is required at junctions, interchange for the

provision of cross structures and for wayside amenities and drainage channel relocation. Based on

typical cross sections and these assumptions, the land acquisition requirement is assessed and

summarised in the following tables. It is apparent that the whole project road required acquisition all

along the section.

Feasibility Study for 6 Laning of Vijayawada-Gundugolanu section, NH-5





CHAPTER 13: CONTENTS ................................................................................... 1

13. STRUCTURES ............................................................................................. 2

13.1 INTRODUCTION ....................................................................................................................... 2

13.2 INVENTORY OF STRUCTURES ................................................................................................... 2

13.2.1 General Condition of Bridges / underpasses / ROBs ..................................................... 2

13.2.2 General Condition of Culvert ............................................................................................. 2

13.3 DEFECTS OBSERVED IN BRIDGES AND OTHER STRUCTURES ..................................................... 3

13.4 REMEDIAL MEASURES FOR APPROACH SLAB SETTLEMENT........................................................ 6

13.5 MAJOR BRIDGES / ROBS ...................................................................................................... 7

13.5.1 ROB no. 55/2 at 1049+845 on Eluru Bypass (New 4 – lane) ...................................... 7

13.5.2 Major bridge no. 64/5 at km 1040+481 across Tammileru River on Eluru Bypass

(New 4 – lane) ............................................................................................................................................. 7

13.5.3 Major bridge no. 70/3 at km 1034+907 across Vyaskani River on Eluru Bypass

(New 4 – lane) ............................................................................................................................................. 8

13.6 IMPROVEMENT PROPOSALS ..................................................................................................... 8

13.7 NEW STRUCTURES, [UNDERPASSES, FLYOVERS, VIADUCTS] ................................................... 12





13. STRUCTURES

13.1 INTRODUCTION

This Chapter contains, after this Introduction the following sections:

Section 13.2: Inventory of Structures

Section 13.3: Defects observed in bridges and other structures

Section 13.4: Remedial measures for approach slab settlement

Section 13.5: Major Bridges

Section 13.6: Improvement proposals

Section 13.7: New Structures [underpasses, flyovers, viaducts]

A visual inspection of existing structures on the project section was carried out in the period

December 2006 to January 2007. Coupled with this various relevant reports and inventories from

previous Consultants were collected from NHAI and read.

13.2 INVENTORY OF STRUCTURES

There are of 4 Major Bridges (Total length > 60.0 m), 34 Minor Bridges (6.0 m < Total Length <60.0m), 4 existing ROBs, 20 underpasses/ cattle crossings and 171 culverts on the various

sections of NH5 on the project road between Vijayawada and Gundugolanu. All the numbers of

structures mentioned above are for individual 2 – lane carriageway except for culverts, which are for 4 - lane.

13.2.1 General Condition of Bridges / underpasses / ROBs

There are 2 major bridges (considering both the carriageway) on the project road. The superstructures are of PSC / RCC T-Beam and Slab, voided slab type resting on RCC substructures

supported by Well / pile foundations.

The type of superstructures for minor bridges / underpasses / ROBs are RCC solid slab, RCC / PSC

T-beam, voided slab, box girder etc. in most bridges resting on RCC and C.C. gravity type substructure supported on open / well / pile foundations. Few structures have RCC balanced

cantilever, superstructures also. RCC box type structures / U –trough with simply supported

superstructures have been observed at some location. Some bridges have course rubble masonry substructure and foundation.

The condition of most of the structures is generally good. Some common distresses observed are

spalled concrete; exposed and corroded reinforcement in slabs, piers and abutments; damaged

/missing RCC railing and kerb, depositions of debris and growth of vegetation on pier caps and in ventways, damaged asphaltic / RCC wearing coat, damaged / missing precast slab, damaged

expansion joints; undismantled steining of well foundations; missing, choked drainage spouts,leakage around holes for drainage spouts; spalled concrete and corroded reinforcement,

approach slab settlement, settlement of embankment around abutments, damaged metallic crash barriers in structure approaches etc. In few structures, plasterwork is observed at soffit of box and

cantilever portion, which hides the actual condition of the structures. Bed protection provided, if

any, was not visible in general. Bridges in very bad condition, arch bridges and bridges having course rubble masonry shall be replaced with new 3-lane structures.

13.2.2 General Condition of Culvert

The culverts observed along the project road are mainly of two type viz. RCC slab culverts and pipe

culverts. Some RCC box culverts are also there. The structural condition of pipe culvert is generally good, except that some are partially choked or full buried. The condition of culverts is in general

good. Some common distresses noted are missing / damaged parapets; cracked / damaged





headwalls, abutments and wing walls; spalled concrete and corroded exposed reinforcement. Bed protection provided, if any, was not visible.

Summary of various types of the structures on the project road is as under:

Major bridges * Minor bridges * ROBs *

Underpasses

/ cattle crossings*

Culverts

4 34 4 20 171

*each carriageway considered separately

13.3 DEFECTS OBSERVED IN BRIDGES AND OTHER STRUCTURES

The following common defects were observed during the visual condition survey of bridges and

other structures on the Vijayawada – Rajahmundry section:

1. Damaged hand rails

RCC hand rails are found to be damaged at a number of structures. Damage to handrails is

more frequent at bridges with lesser carriageway widths. At some locations, even the

railing kerbs were found dislocated.

Views showing damage to hand railing

2. Metallic crash barriers in approaches

Metallic crash barriers in approaches were found to be non functional due to removal of

supporting members from posts with rails hanging loose.

3. Structure numbers and chainages

Structure numbers were found missing in few stretches. The sequence of structure

numbering followed is not uniform on the project road. From Km 1076+480 to Km

1061+080 and Km 1056+080 to Km 1022+480 structure numbers are based on old

chainages. In some bypasses, structure numbering is based on individual bypass

chainages.

4. Approach slab settlement

Approach slab settlement has been observed all along the project road mostly in new 2 –

lane structures. The settlement may have been caused by one or a combination of

following reasons:

a) Poor compaction behind abutments.

b) Leaving the embankments sides undressed after compaction





c) Absence of water collector channels and drainage chutes with stilling basins after

approach slab leading to scouring immediately on sides of wing walls.

d) Use of smaller stones of weight less than 40 kg in pitching of slopes.

e) Use of loose boulder pitching on slopes steeper than 1:2.

5. Debris on pier and abutment caps

Debris was found accumulated on pier and

abutments caps, both at old and new bridge

locations. The packing made around

elastomeric bearings for concreting was

found in place at a number of locations.

6. Debris on deck

Debris have collected towards the outer

edges of the carriageway thereby making

almost half a meter wide strip non usable

and causing blocking of drainage spouts. All

the strip seal expansion joints were also

found filled up by debris.

7. Drainage spouts

Drainage spouts are found to be having different distress in different structures as listed

below:

a) Missing spout grating.

b) Spout hole blocked by debris.

c) Leakage around drainage spout from holes made in deck slab for fixing spouts and

left unplugged.

d) Down take pipe of drainage spout ending at face of deck slab.

e) At some bridge locations, drainage spouts have not been provided at all.

Hole around drainage spout Spalling of concrete due to leakage around

drainage spout pipe ending at soffit of slab





8. False steining of well foundations

False steining of well foundations has not

been dismantled at a number of bridge

locations. This will result in additional

stresses on the structure which are not

accounted for in the designs.

9. Vegetation growth in pier/ abutment caps

Vegetation growth has been

observed at number of

structures. This problem is

more prominent on old

structures.

10. Vent way blockage by vegetation deposit / growth in vent way

Vent way blockage by vegetation deposit /

growth in vent way was noticed at some

bridge locations.

11. Missing / damaged precast slabs in footpaths / expansion joints

Precast slab on footpaths were found damaged / missing at a number of locations making

it hazardous for pedestrians.

Precast expansion gap slabs provided in the Vasista bridge superstructure were found to

be damaged / partly missing. This situation is very dangerous for the road users,

particularly the two wheelers.

12. Wearing Coat

The bituminous wearing coat in most cases is in fair condition with some common distresses

like potholes, scaling, and undulations.





13. Expansion Joints

Solid slab decks have buried seal joints. It is not possible to check condition of expansion

joints because of bituminous overlays, which completely cover the joints. For girder type

decks, joints of steel angle nosing with steel plates / strip seal / gap slab acting as

expansion joint have been provided. Expansion It is not possible to check condition of

expansion joints because of bituminous overlays, which completely cover the joints.

14. Bearings

Bridges with solid slab decks have tarpaper on the abutments and piers. The RCC T- Beam

and slab superstructure are supported on elastomeric / rocker and Rocker cum roller / plate

bearings. The balanced cantilever bridges have metallic rocker and rocker cum roller

bearings.

15. Hydraulics

At most of the sites, growth of vegetation and trees was observed in the riverbed under and

around the bridges. Pedestrian tracks and bunds for storage of water are observed at some

sites. However, no serious problem of inadequacy of waterway, degradation of the bed or

excessive scour around abutments and piers was observed.

13.4 REMEDIAL MEASURES FOR APPROACH SLAB SETTLEMENT

Approach slab settlement has been observed all along the project road mostly in new 2 – lane

structures. The settlement may have been caused by one or a combination of following reasons:

a) Poor compaction behind abutments.

b) Leaving the embankments sides undressed after compaction

c) Absence of water collector channels and drainage chutes with stilling basins after approach

slab leading to scouring immediately on sides of wing walls.

d) Use of smaller stones of weight less than 40 kg in pitching of slopes.

This approach slab settlement requires the following general [at many structures] remedial

measures:

a) Before taking up the rehabilitation of settlement of approach slab the embankment

quadrants around the wing walls shall be stablised first.

b) Loose boulder pitching on the settled/ failed embankment shall be removed and stacked

separately.

c) The exposed embankment shall be checked for present compaction conditions. The loose

material, if any, shall be removed and replaced with suitable materials duly compacted.

d) Thereafter, the embankment shall be built up to required levels.

e) Provide loose boulder pitching with boulders weighing not less than 40 kg over 150 thick

filter media.

f) Similarly, all areas of loose boulder pitching having smaller stones shall be replaced with

boulders weighing not less than 40 kg.

g) A toe wall shall be provided at the end of boulder pitching.

h) Provide water collector channels after end of approach slab for a length equal to 2.5 times

the height of embankment with a minimum length of 15 m.





i) Provided RCC drainage chutes at 5 m intervals with one drainage chute at start and end of

water collector channel.

j) Provided stilling basins at end of drainage chutes duly protected from scouring.

k) Now, make up the settlement in approach slab and approach embankment with suitable

bituminous course.

l) In case settlement of approach slab has resulted in the end of approach slab resting on

bracket projecting from dirt walls projecting over the road surface, the approach slab shall

be dismantled and replaced with a new one after making up the settled parts.

13.5 MAJOR BRIDGES / ROBs

13.5.1 ROB no. 55/2 at 1049+845 on Eluru Bypass (New 4 – lane)

The existing new 4 – lane bridge on has 3 spans (1x 14.4 m + 1x36.9 m + 1x19.9 m) with a total

length of 71.2 m. It has PSC T – Beam and slab superstructure for central obligatory span and RCC

T-Beam and slab superstructure for end viaduct spans. The superstructure is supported on RCC

circular piers and RCC solid wall type abutments resting on pile foundations. It has elastomeric

bearings and strip seal type expansion joints. Each 2-lane of existing bridge has 10.05 m deck

width comprising of 7.5 m wide carriageway and 1.8 m footpath including high containment crash

barrier near outer edge and 0.75 m median.

The bridge is in good condition and can be retained in the present condition with minor repairs.

Blocked drainage spout pipes to be cleaned and missing gratings to be replaced. Damaged /

missing precast slabs in footpath to be replaced. The settlement of approach slab is proposed to be

suitably repaired for providing a smooth transition on to the bridge and to improve the riding

quality. It is proposed to provided water collector channels after the approach slabs alongwith

drainage chutes, with stilling basins at ground level, at 5 m intervals for preventing scouring near

edges of wing walls. Rehabilitate boulder pitching on earthfill around abutments.

Widening of existing 2x2 – lane structures is not feasible because it is having eccentric

superstructure (towards outer edge) along with a PSC span resting on pile foundations.

13.5.2 Major bridge no. 64/5 at km 1040+481 across Tammileru River on Eluru Bypass

(New 4 – lane)

The existing new 4 – lane bridge on has 5 spans (1x 24.53 m + 1x36.38 m + 1x 37.15 m +

1x36.85 m +1x24.68 m) with a total length of 159.6 m. It has PSC T – Beam and slab

superstructure for 3 nos. central span and voided slab superstructure for end spans. The

superstructure is supported on RCC circular piers resting on well foundations and RCC solid wall

type abutments resting on pile foundations. It has elastomeric bearings and strip seal type

expansion joints. Each 2-lane of existing bridge has 9.905 m deck width comprising of 7.5 m wide

carriageway and 1.865 m footpath including hand rail near outer edge and .54 m railing kerb

towards median. The end span towards Rajahmundry side also serves as an underpass.

The bridge is in good condition and can be retained in the present condition with repairs. Heavy

vibrations are noticed in end spans particularly on Vijayawada side which requires to be

investigated by a specialised agency for finding the cause and to propose & carry out necessary

rehabilitation measures. The settlement of approach slab is proposed to be suitably repaired for





providing a smooth transition on to the bridge and to improve the riding quality. It is proposed to

provided water collector channels after the approach slabs alongwith drainage chutes, with stilling

basins at ground level, at 5 m intervals for preventing scouring near edges of wing walls.

Rehabilitate boulder pitching on earthfill around abutments.


superstructure (towards outer edge) along with a PSC / voided slab superstructures resting on well

/ pile foundations.

13.5.3 Major bridge no. 70/3 at km 1034+907 across Vyaskani River on Eluru Bypass

(New 4 – lane)

The existing new 4 – lane bridge on has 4 spans of 32.3 m each with a total length of 129.2 m. It

has PSC T – Beam and slab superstructure supported on RCC circular piers resting on well

foundations and RCC solid wall type abutments resting on pile foundations. It has elastomeric

bearings and strip seal type expansion joints. Each 2-lane of existing bridge has 9.905 m deck

width comprising of 7.5 m wide carriageway and 1.865 m footpath including hand rail near outer

edge and .54 m railing kerb towards median. The end span towards Rajahmundry side also serves

as an underpass.

The bridge is in good condition and can be retained in the present condition with minor repairs.

The settlement of approach slab is proposed to be suitably repaired for providing a smooth

transition on to the bridge and to improve the riding quality. It is proposed to provided water

collector channels after the approach slabs alongwith drainage chutes, with stilling basins at

ground level, at 5 m intervals for preventing scouring near edges of wing walls. Replace the

damaged concrete near expansion joint and reset the expansion joint. Clean blocked drainage

spouts and replace the missing / damaged spout gratings.


superstructure (towards outer edge) along with a PSC superstructure resting on well / pile

foundations.

Note: Existing 4-lane (2x2lane), Two Major bridges and Two ROB’s in Eluru Bypass are having

superstructure with PSC T-Beam Girder Slab/Voided Slab/PSC Box Girder/RCC Box Girder,

supported on deep foundations. As such it is not possible to widen the existing four lane bridges

(2 x 2 lane) to six lane (2 x 3 lane) because the foundation type is deep foundation (Pile/Well)

which are designed for 2 lane loading only and widening of these foundations is not possible hence

they are not able to withstand for 3 lane loading so we have to dismantle and reconstruct the new

3 lane bridge at these locations. Dismantling of the existing structures is a difficult process and

reconstruction of new 6 lane bridges would increase the cost of the project. Therefore from the

economy considerations, the major bridges and ROB’s in the Eluru Bypass are proposed for

retention without widening / reconstruction.

13.6 IMPROVEMENT PROPOSALS

There are 4 Major Bridges (Total length > 60.0 m), 34 Minor Bridges (6.0 m < Total Length

<60.0m), 4 existing ROBs, 20 underpasses/ cattle crossings and 171 culverts on the various

sections of NH5 on the project road between Vijayawada and Gundugolanu.





All the numbers of structures mentioned above are for individual 2 – lane carriageway except for

culverts which are for 4 - lane. All the improvement proposals, except for culverts, refer to the

improvement of structure for individual carriageway. The improvement proposals for various types

of structures are as under:

13.6.1 Major bridges / ROBs

i. All existing major bridges in good condition shall be retained with 2 - lane configuration for

individual carriageways with necessary repairs.

ii. Existing arch bridges and bridges in bad condition shall be replaced with new 3 – lane

bridges.

iii. The span arrangement of new 3-lane major bridges shall be matched with the span

arrangement of the retained major bridges.

iv. The bridges with open foundations can be constructed at same location as that of existing

bridge.

v. The total deck with for the new 3-lane major bridges shall be kept as 14.05 m consisting of

10.5 m wide carriageway, 0.5 m edge shyness near median and 0.25 m shyness near

crash barrier alongside footpath, 1.5 m wide footpath, 0.5 m wide crash barriers on either

side of carriageway and 0.3 m wide steel railing kerb on outer edge of the footpath.

vi. For structures having width less than road cross section at that location, metallic crash

barriers shall be provided in the approaches on both sides of the structure. The length of

metallic crash barriers shall be kept in such a way that the splay is ≤ 1:10 so as to provide

a safe entry and exit from the structure having deck width lower than the respective road

cross section.

vii. The structural arrangement of ROBs shall be finalized keeping in view the Railways

requirements.

13.6.2 Minor bridges / underpasses/ Cattle crossings

i. All structures in good condition having simply supported RCC solid slab superstructure and

open foundations shall be widened to 3-lane.

ii. Structures with well / pile foundations having 12 m total deck width shall be retained by

modifying the carriageway to 11.0 m with 0.5 m wide crash barriers on both sides of

carriageway after checking the structure for 3 – lane live load.

iii. Structures with well / pile foundations having 9.8 / 10.25m total deck width shall be

retained by replacing the superstructure with equivalent or lower weight steel concrete

composite superstructures of total deck width 12.0 m. abutments (12 m) and piers / piers

caps shall be suitably widened to accommodate the new deck after checking the structure

for 3 – lane live load and additional width. The backfill behind abutments and well cap

shall be replaced with one having following properties: Ф ≥ 35º, γ ≤ 1.8 t / m3 and c = 0.

iv. Structures with well / pile foundations having around 8 m total deck width shall be

replaced by new 3 lane structures.





v. The new 3 – lane structures shall be either located parallel to the existing structures with

well / pile foundations or constructed with longer spans such that the foundations of new

structures do not foul with those of existing structures. The structures with open

foundations can be constructed at same location.

vi. Arch bridges, bridges with CRM substructure & foundations and bridges in bad condition

shall be replaced with new 3 – lane bridges.

vii. The span arrangement of new 3-lane structures shall be matched with the span

arrangement of the retained structures.

viii. The total deck with for the new 3-lane and widened structures having simply supported

RCC solid slab superstructure and open foundations shall be kept as 14.0 m consisting of

10.5 m wide carriageway, 0.5 m edge shyness near median, 1.5 m paved shoulder and 1.0

m earthen shoulder, 0.5 m wide crash barriers on median side and outer edge of deck

(partly covering earthen shoulder).

ix. For structures having width less than road cross section at that location, metallic crash

barriers shall be provided in the approaches on both sides of the structure. The length of

crash barrier shall be kept in such a way that the splay is ≤ 1:10 so as to provide a safe

entry and exit from the structure having lower deck width than the road cross section.

x. While widening the existing structures, traffic shall be diverted through temporary bailey

bridges or culverts, whichever is suitable to site conditions, constructed parallel to the

existing bridge.

13.6.3 Culverts

There are 171 culverts (pipe, slab and box) on the project road. These culverts are of 4 – lane

configuration. At a few locations, pipe culvert on existing 2 lane has been extended by a slab /box

culvert on new 2- lane and vice versa. The culverts are generally in good condition. Broken or

missing parapet is a general distresses observed. Headwalls of some of the pipe culverts were

found cracked. Some pipes were found partly choked. Wing walls were found damaged at some

locations.

All the existing culverts, where still functioning and usable, shall be widened to six lanes with

opening at least equal to the existing culvert. The overall width of the culvert shall match with the

highway cross section at the particular location.

13.6.4 Summary of improvement proposals of various types of the existing structures

on the project road is as under

Major bridges

Total number of major

bridges

Number of bridges

retained without widening

Number of bridges to be

widened with new 2-lane bridges

2 - -





Minor bridges

Total number of

minor bridges *


retained without

widening *

Number of

bridges to be replace

with new

3-lane bridges *


widened to 3-

lane *


widened with new 2-lane

bridges *

34 1 - 32 1

*each carriageway considered separately

ROBs

Total number of ROBs

Number of ROBs

retained to be without

widening

Number of ROBs to be

replace with new 3-lane ROBs


widened with new 2-lane

bridges

2 2 - -

Underpasses / cattle crossings

Total number of

Underpasses /

Cattle crossings

Number of

Underpasses /

Cattle crossings retained to be

without widening

Number of Underpasses / Cattle crossings to be

replace with new 3-lane

Underpasses / Cattle crossings

Number of Underpasses /

Cattle crossings

to be widened to 3-lane

10 - - 10

Culverts

Total number of

culverts*

Number of

culverts to be replace with new

2/ 3-lane

culverts

Number of culverts to be

widened to 3-lane

Number of

culverts retained

171 21 150 -

13.6.5 Repairs and rehabilitation of structures:

All the structures shall be inspected by a specialized agency having relevant experience and

expertise. Both visual inspection and non – destructive / destructive testing shall be carried out for

assessment of condition of the structure and to finalize its repair and rehabilitation. Based on the

defects observed and test results, a comprehensive repair and rehabilitation plan shall be prepared

for repair and rehabilitation of the distressed bridge components. Both testing and repair and

rehabilitation plan shall be got approved from Independent Consultant.

Common repair / rehabilitation measures (For all structures):

1. Remove debris/ vegetation from pier and abutment caps, expansion joints and bridge

deck.

2. Paint structure numbers in continuous and uniform chainage.

3. Provide water collector channels after end of approach slab for a length equal to 2.5 times

the height of embankment with a minimum length of 15 m.





4. Provided RCC drainage chutes at 5 m intervals with one drainage chute at start and end of

water collector channel.

5. Settled filing around wing walls/ cantilever returns to be filled up, duly compacted, and

pitched with boulders in wire crates as per provisions of IRC: 89 and MoRT&H

specifications.

6. Clean drainage spouts. Provide missing / damaged gratings. Fill up the hole in deck slab

around spout. Replace drainage spouts with short or missing down take pipes. Install

missing drainage spouts at locations where they are missing / not provided at all originally.

7. Construct concrete inspection ladders on boulder pitching around abutment s for an easy

access to the river bed for inspection.

8. Remove vegetation from vent way and pitching around abutments.

9. False steining of well foundations shall be dismantled

10. Replace expansion joints of old bridges with T – beam and slab superstructure with strip

seal type expansion joint after rehabilitating / strengthening / thickening the deck slab

near expansion joints suitably.

11. Provide 25 long splayed metallic crash barriers in approaches of bridges with deck width

lesser than the required configuration.

12. Replace / rehabilitate damaged stone pitching on embankments.

13. Replace / rehabilitate damaged upstream and downstream launching aprons of bed

protection works.

14. Replace all RCC railing adjoining carriageway with RCC crash barrier.

13.7 NEW STRUCTURES, [UNDERPASSES, FLYOVERS, VIADUCTS]

General

The project road is proposed to be developed as an access controlled highway so that the through

traffic can flow freely with least interference from the vehicles coming from the cross roads. The

Consultants examined the various junctions and studied their traffic patterns. On the basis of this

study, certain locations have been identified for locating Bypasses and flyovers / underpasses. The

underpasses and grade separators are proposed to cater for the width of the project road. Existing

4 – lane underpasses are proposed to be widened to six lane configuration (See Chapter 18).

Bypasses

Vijayawada City falls between Km 1100+694(old chainage km 433+500) and Km 1090+000 (old

chainage km 14+000) on NH-5 where the project highway passes through Tadepalli, Benz circle of

Vijayawada City. The widening to six laning along existing alignment would involve significant land

acquisition, and demolition of existing properties along the highway. Keeping in view all the

representations, NHAI has asked the consultants to study and prepare a Feasibility Report for

providing bypass for Vijayawada City on NH - 5.

The section of NH-5 forming part of the project corridor passes through Gannavaram after crossing

the Vijayawada city. The terminating point is near Pedda Avutapalli on the eastern periphery of

Gannavaram. Traffic flowing between these points necessarily has to pass through thickly





developed area of Gannavaram, using existing 4-Lane NH-5 Road. Due to the congested traffic

flow conditions, Freight movement in this section will be very difficult in the future. This

necessitates the identification of bypass to the existing NH-5 at Gannavaram and Hanuman

Junction.

Flyovers

The flyovers have been proposed at urban locations and main junctions for free flow of through

traffic by elevating the main carriageway. The lifting of main carriageway will start at location

having adequate ROW for catering to width requirement of main carriageway, the generally 7.0 m

wide service roads [and / or ramps] on either side of the main carriageway, drains, footpath etc.

Similarly, the elevated road may be brought down at locations having adequate ROW for catering

to width requirements at start of lifting of main carriageway. Overall length of the flyover will be

determined based on the above considerations in addition to cross traffic / lower ROW etc. The

project road will fly over the cross roads providing minimum 5.0 m vertical clearance. The

standards for the flyovers and for the slip roads will be as per the Manual for 6 laning / IRC

guidelines. The superstructure may consist of precast girders with cast in situ diaphragms and deck

slab or a composite superstructure having steel girders and RCC deck slab.

Underpasses

Underpasses have been proposed to cater for the cross traffic and the pedestrians. While fixing the

vertical profile, the cross road RL is proposed to be depressed to the possible extent (keeping the

cyclones and cultivation in view) so that the existing pavement is least effected. For safety,

convenience and the local requirements; following types of underpasses have been proposed viz.

(i) Pedestrian underpass (PUP)/subways to cater for pedestrian and slow moving traffic

(ii) vehicular underpass (VUP) of 3 types to cater for vehicular traffic at state highways

and other road crossings

(iii) Flyovers for NH crossings

For Pedestrian underpass/subway RCC box structures with clear horizontal opening of maximum 6.

0 m and clear vertical opening of 2.5m have been proposed.

For vehicular underpasses when the project road crosses a cross road, the underpass will be a

single span 12m wide structure with vertical clearance of 5.0m has been proposed on roads

carrying heavy traffic. For other vehicular underpasses vertical clearance of 3.5m has been

proposed.

Flyovers are proposed at locations where the project road crosses a National Highway, or other

significant roads. The project road will fly over the National Highway and a divided six lane width

with individual supports has been proposed. The objective is to have the minimum structure

thickness realistically possible in the deck section as this will reduce the amount of existing road

“wasted” by the grade separation.





Approaches

As the project road flies over the intersecting roads, adequate land width is needed for the normal

approach embankments. However, as almost all the locations of the proposed grade separators are

near the built-up areas, land acquisition may be difficult. Hence, reinforced soil structures are

proposed for the approaches, of all the flyovers, and some underpasses and some grade

separators.

The structures proposed are as under:

6 Flyovers

13 Pedestrian Underpasses

10 Vehicular Underpasses

29 Minor Bridges on Vijayawada and Hanuman Junction Bypasses

6 Minor Bridges for Continuity of Service Roads

18 Minor Bridges for Continuity of Service Roads in existing Road

2 Major Bridges for Continuity of Service Roads

3 Major Bridges

3 ROBs

67 Culverts on both Bypasses

8 Culverts for Continuity of Service Roads

1 Foot over Bridge in existing Road

The location of these new structures is given in the tables below.

Schedule of New Flyovers

S. No

Chainage (km)

Span arrangement

Effective length (m)

Vertical Clearance

(m)

Total width* (m)

Remark

Vijayawada Bypass

1 0+790 2 X 30 60 5.5 2 x 12 m Start of

Bypass

2 18+740 2 X 30 60 5.5 2 x 12 m NH – 9

Crossing

3 47+350 2 X 30 60 5.5 2 x 12 m End of Bypass

Hanuman Junction Bypass

4 1+060 2 X 30 60 5.5 2 x 13.4m Start of

Bypass

5 6+200 2 X 30 60 5.5 2 x 13.4m End of Bypass

Vijayawada Gundugolanu Section

6 1022+930 20+30+20 70 5.5 2 x 13.4m Gundugolanu

*: The total width excludes the clear gap between two super structures, which will be dictated by

the roadway alignment.





Schedule of Foot Over Bridges with Ramps

S. No

Chainage KM

Span (m)

VC (m)

Width (m)

Crossing Location

1 1031+452 50 5 3.5 Denduluru Junction (Drain to Canal)

Schedule of Pedestrian / Cattle Underpasses

S.

No

Chainag

e km

Span

arrangement

Minimum Vertical

Clearance (m)

Total

width* (m) Remark

Vijayawada Bypass

1 3+980 1 x 7.5 3.5 2 x 12

2 22+800 1 x 7.5 3.5 2 x 12

3 24+695 1 x 7.5 3.5 2 x 12

4 35+950 1 x 7.5 3.5 2 x 12

5 40+080 1 x 7.5 3.5 2 x 12

6 41+120 1 x 7.5 3.5 2 x 12


7 1073+70

5 1 x 7.5 3.5 2 x 13.4 Atkur

8

1068+95

5 1 x 7.5 3.5 2 x 13.4 Telaprolu Access

9 1067+92

0 1 x 7.5 3.5 2 x 13.4 Ambapuram

10 1066+18

0 1 x 7.5 3.5 2 x 13.4 Kodurupadu Acecess

11 1065+26

0 1 x 7.5 3.5 2 x 13.4 Veeravalli

12

1054+31

0 1 x 7.5 3.5 2 x 13.4 Bommuluru

13 1051+94

0 1 x 7.5 3.5 2 x 13.4 Dasarigudem


the roadway alignment





Schedule of New Vehicular Underpasses

S. No

Chainage km

Span arrangement

Minimum

Vertical

Clearance (m)

Total width* (m)

Remarks

Vijayawada Bypass

1 12+305 1x12 5.5 2 x 12 Mandadam Road

2 31+190 1x12 5.5 2 x 12 Nunna Road

3 43+380 1x12 5.5 2 x 12 Agiripalli Road


4 3+010 1 x 18 5.5 2 x 13.4 Gudivada Road (SH-46)

Cum Channel


5 1075+100 1 x 12 5.5 2 x 13.4 Pedda avutapalli

6 1071+544 1 x 12 5.5 2 x 13.4 Pottipadu

7 1063+770 1 x 12 5.5 2 x 13.4 Veeravalli

8 1050+370 1 x 12 5.5 2 x 13.4 Eluru bypass

9 1033+610 1 x 12 5.5 2 x 13.4 Eluru bypass

10 1030+230 1 x 12 5.5 2 x 13.4 Denduluru


the roadway alignment.

New Minor Bridges for Vijayawada Bypass

S.No Chainage

Proposed Span

arrangement No’s x length (m)

Type of Structure SIDE Total

Width*

1 3+360 1x31 PSC T girder and slab Both LHS & RHS 2x12

2 5+840 2x5x3 R.C.C Box cell Both LHS & RHS 2x12







9 21+240 1x20 R.C.C T-girder and

slab Both LHS & RHS 2x12



12 23+350 2x19 R.C.C T-girder and

slab Both LHS & RHS 2x12








S.No Chainage Proposed Span arrangement

No’s x length (m)


Width*


17 30+565 1x10 R.C.C Solid slab Both LHS & RHS 2x12











New Minor Bridges for Hanuman Junction bypass


No’s x length (m)


Width*

1 2+750 1x7.5x3.5m RCC Box Cell Both LHS & RHS 2x15.20

2 5+391 2x16 RCC T girder and

slab Both LHS & RHS 2x15.20

*: Total width excludes the clear gap between the two superstructures, which will be dictated by roadway alignment.

New Minor Bridges on Service Roads

S. No Structure

No

Chainage

Km

Span Arrangement

(m)

Total Width

(m) Remarks

1 MNB No:

29/2 1075+820 3 x 4.45 8.70 LHS & RHS

2 MNB No:

32/2 1072+737 3x6.80 8.70 LHS & RHS

3 MNB No:

36/1 1068+844 3 x 6.75 8.70 LHS & RHS

4 MNB No:

37/6 1067.326 6x6.75 8.70 LHS & RHS

5 MNB No:

39/2 1065+780 3 x 5.75 8.70 LHS & RHS

6 MNB No:

42/1 1062+540 2x3.90 8.70 LHS & RHS

7 MNB No:

49/1 1055+743 8x5.75 8.70 LHS & RHS

8 MNB No:

67/3 1037+246 1 x 9.30 8.70 LHS & RHS





S. No Structure

No

Chainage

Km

Span Arrangement

(m)

Total Width

(m) Remarks

9 MNB No:

76/1 1030+415 5 x 6.40 8.70 LHS

10 MNB No:

1022+851 2 x 7.20 8.70 LHS

#: The length of structures indicated is absolute minimum which is equal to the length of the

existing structure. The actual length required for the service road structure may vary.

New Minor Bridges on Service Roads in Vijayawada bypass


No’s x length (m)


Width

1 22+815 2x4x2m R.C.C Box cell Both LHS & RHS 2x8.75 m

2 24+850 2x4x2m R.C.C Box cell Both LHS & RHS 2x8.75 m

3 40+900 1x10m R.C.C Solid slab Both LHS & RHS 2x8.75m

New Major Bridge on Service Roads in Vijayawada Bypass

S.

No

Chainage

(km)

Name of

River / stream

Proposed Span Arrangement

no’s x length(m)

Type of

structure Side

Total Width (m)

1 43+250 Chimala

Vagu 2 x 30 m

PSC T girder

and slab

Both LHS &

RHS 2x8.70m

New 4 Lane Major Bridges for Vijayawada Bypass

S. No

Chainage (km)

Name

of River /

stream

Proposed Span

Arrangement

no’s x length(m)

Type of structure

Side

Total Width*

(m)

1 15+970 Krishna

River

1x14(Underpass)

+101x30+1x40+2x30

PSC T

girder and slab

Both LHS &

RHS 2x12m

2 43+250 Chimala

Vagu 2x30

PSC T

girder and slab

Both LHS &

RHS

2x12m

*: Total width excludes the clear gap between the two superstructures, which will be dictated by

roadway alignment.





New 4 Lane ROBs for Vijayawada Bypass

S.No Chainage Proposed Span Arrangement

no’s x length(m)

Type of Structure Total

Width**

1 2+500 1x20+(3x24)*+1x20 R.C.C T-girder & slab and steel composite 2x12m

2 20+590 8x30+(3x24)*+8x30 P.S.C T-girder & slab and steel composite 2x12m

3 45+870 7x30+(1x24+1x30+1x24)+3x30 P.S.C T-girder & slab and steel composite 2x12m

*: Steel composite bridge

**: Total width excludes the clear gap between the two superstructures, which will be dictated by roadway alignment.

New Culverts in Vijayawada Bypass

S.No Chainage Type of Crossing Span Arrangement Type of Structure

1 1+260 Nallah/Canal 1x4x2m R.C.C Box






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





















































New Culverts in Hanuman Junction Bypass


55 0+720 Nallah/Canal 2x1.2 m Pipe Culvert


57 1+820 Nallah/Canal 1x4x2m Box Culvert











** Total width of culvert shall match with the total width of approaches / highway including

earthen shoulders.





New Service Road Culverts in Vijayawada Bypass









New Service Road Culverts in Hanuman Junction Bypass



** Total width of culvert shall match with the total width service road including earthen shoulders.






14. HIGHWAY TRAFFIC MANAGEMENT SYSTEM ............................................ 2

14.1 EXISTING SITUATION ............................................................................................................................... 2

14.2 ADVANCED TRAFFIC MANAGEMENT SYSTEM ........................................................................................ 2





14. HIGHWAY TRAFFIC MANAGEMENT SYSTEM

14.1 EXISTING SITUATION

There is no existing highway traffic management system. The O&M Contract is presently undertaken,

however these do not include any HTMS.

14.2 ADVANCED TRAFFIC MANAGEMENT SYSTEM

A full system needs to be provided [and fully maintained for the life of the concession agreement],

and the requirements for this Highway Traffic Management System shall be given in the Manual for 6

laning.

The proposed system shall consist of following components:

Central Control Center

Real time 3-way communication system between data source-control center-data sources &

display units

Emergency call box

Data acquisition systems

o Automatic traffic classifier and counter

o CCTV Surveillance Systems

o Meteriological data systems

o In motion and static weighing systems

o Mobile communication system

Variable Message Sign Boards (both fixed and portable)

Highway Patrol

Ambulance and vehicle recovery vehicles

Lighting System

The ATMS/HTMS system shall be as per the provisions of 6-Lane manual. In addition, a ‘Backbone

Communication System’, consisting of Optical Fibre backbone cable running along the project

highway, is needed to join all the above together.






CHAPTER 15: CONTENTS .......................................................................................... 1

15. USER FACILITIES .......................................................................................... 2

15.1 GENERAL .................................................................................................................................................. 2

15.2 GUIDELINES OF SELECTION OF SITE ....................................................................................................... 2

15.3 SPECIFICATION IN THE MANUAL FOR SIX-LANING ................................................................................. 3

15.4 EXISTING AMENITIES ................................................................................. Error! Bookmark not defined.

15.5 PROPOSED REST AREAS .......................................................................................................................... 4





15. USER FACILITIES

15.1 GENERAL

The requirement for User Facilities and Wayside Amenities has to be in accordance with the

provision of guidelines of IRC SP: 87-2010. The important facilities like underpasses for vehicle

crossings, flyovers etc are mentioned in chapters-13 of this report, and in chapter 16. The specific

area of Amenity Areas and Parking Areas proposed along the project highway are covered hereafter.

For the road user, wayside amenities such as drinking water, telephone booths, bus shelters and

road side rest areas are of value. The industrialisation and socio-economic development has

increased the use of telephones. Telephone booths are often available in urban areas but their

provision along highway would also be beneficial. Road side rest areas are essential for long

distance road travellers of main highway. Long distance journey’s cause driver fatigue resulting in

poor driving and increase in driver reaction time. In India such services are starting to be provided

but more are needed. To promote safer driving, drivers should be encouraged to have adequate rest

when they feel tired. The provision of rest areas which are conveniently located and are economical

and easy to maintain will help achieve this.

15.2 GUIDELINES OF SELECTION OF SITE

The general guidelines which shall be considered in the planning and designing of a wayside amenity

can be broadly as follow;

i. The facilities are to be provided along highway where these do not exist at present or lacking

ii. Easy availability of the required land for infrastructure development should be kept in view

iii. Site should be away from urban influence and any other similar wayside complex

iv. Feasibility of locating the facility close to scenic/historic/tourist spots should be kept in view

v. Desirably the site should be about 200m away from a road junction

vi. The road alignment should preferably have easy gradients in the vicinity of the complex

vii. Availability of infrastructure facilities like electricity, drinking water and drainage etc. near the

site should be duly considered

viii. From environmental considerations, the facility should create minimum disturbance to the

surroundings

ix. Availability of any existing petrol/repair/spare parts facilities near the proposed locations

should also be kept in view

x. The wayside amenity should be so planned as to allow phased development, subject to the

minimum stipulated scale of facilities being provided in the first instance





15.3 SPECIFICATION IN THE IRC SP 87:2010

The manual on wayside amenities says:

“The Project Highway shall have rest areas as specified in Schedule C and be provided with facilities

for the users so as to provide safe and comfortable journey. For this purpose, rest areas shall be

planned with composite facilities for long distance travellers through personal cars, buses and goods

vehicles. Due consideration shall be given to the requirements of different classes of road users

including truck drivers.

Wherever some eateries or informal rest areas exist and cannot be relocated or accommodated

within the planned rest area, they would be separated from the main highway with separation-island

along with safe entry and exit with signs and markings.

Project Highway shall have Rest Area(s) planned such that they are spaced at the intervals of 90

minutes to one hour of driving time between two important cities/towns. They would not be located

between 5 km of a town or city or near interchange where entrance and exit ramps could cause

weaving conflict.

Rest areas shall be planned to cater for traffic moving in both directions such that there is no need for

the vehicles on one carriageway to cross over to the other carriageway. The entry to this Rest

Area(s) would be through deceleration lane and exit through acceleration lane. The minimum width of

these lanes shall be 5.5 m.

Rest Area(s) shall be designed for the expected peak hour long term clientage and shall provide

facilities for parking, restaurant, cafeteria, toilets, telephone and shops for selling items normally

required for traveling, fuel and garage for minor repair, telephone, first aid. The parking should

include parking for expected peak hour truck traffic and cafeteria suitable for fulfilling the need for

Indian truck drivers and shall be paved by CC blocks strong enough to withstand expected loadings.

The whole area shall be elaborately landscaped to provide a pleasing environment.

At locations along the Project Highway where some existing eateries (Dhaba) or other informal rest

areas are located, concessionaire shall make every attempt to shift the business of such

establishments to the identified planned rest area location(s) failing which a safe entry and exit to

these establishment and parking spaces for expected peak hour vehicles shall be provided with

proper signs and markings”.





15.4 PROPOSED REST AREAS

To meet the requirements [90km spacing approximately] we required wayside amenities maximum at

two locations;

1. At KM 1023+080(Gundugolanu)

However keeping in view of the adjacent sections of NH-5 (the Project Highway) in which there could

be already these facilities exists or being proposed in NHDP projects, it is recommended to propose

these wayside amenities in integration with nearest available facility by the concessionaire after the

detailed designs.

The suggestive layout (extract from the six-laning Manual) of the comprehensive wayside amenity is

given in the Figure below.

Suggestive layout of Comprehensive Wayside Amenity Centre







16. ROAD FURNITURE AND USER FACILITIES ................................................ 2

16.1 BUS SHELTER ........................................................................................................................................... 2

16.2 STREET LIGHTING ................................................................................................................................... 2

16.3 HIGH MAST LIGHTING ............................................................................................................................ 4

16.4 PEDESTRIAN GUARD RAILING ................................................................................................................. 4

16.5 SAFETY BARRIER ..................................................................................................................................... 5

16.6 TRAFFIC SIGN AND PAVEMENT MARKING ............................................................................................. 5

16.7 TRUCK LAY BYES & REST AREAS ........................................................................................................... 5

16.8 HECTOMETRE / KILOMETRE / BOUNDARY STONES ................................................................................ 5





16. ROAD FURNITURE AND USER FACILITIES

The Project road facility along the proposed 6 lane highway is proposed to meet the requirement of

Manual of Specifications and Standards for Six Laning of National Highways through Public Private

Partnership. The major project facilities are shall include:

Bus Shelters

Street lighting

Highway lighting

Pedestrian Guard Railing

Safety Barrier

Traffic Signs and road marking

Hectometre/ Kilometre / Boundary Stone

The Rest areas, Toll plazas, ATMS and other user facilities are described in Chapter 14, 15 and 16

respectively.

16.1 BUS SHELTER

The project highway has the regular movement of the government and private buses. There are

about 80 numbers of existing bus ways and bus shelters on the existing 4 lane highway. The new

bus shelters have been provided for the convenience of bus commuters and safe and unimpeded

travel on main carriageway. The new bus shelters have been provided on the proposed service road

at the following locations, governing by site conditions, which will be decided during the detailed

designs by the concessionaire.

Name of Existing Amenity

Existing Chainage(LHS) Existing Chainage(RHS) Total

Bus-Stop 1075+020,1065+400,1051+950,

1051+400

1074+950,1065+500,1052+130,1050+280

8

16.2 STREET LIGHTING

Street lighting exists on the following sections [generally town section, or toll plazas. Most of this

lighting will require removal/replacement or upgrading [and thereafter maintaining and power

provision at night]. Virtually no junctions, other than in some urban areas, have lighting currently

provided.

Existing Lighting Locations

From Km post To Km post Location

1072+530 1072+630 Toll Plaza

1050+670 1050+770 Toll Plaza

The street light and high mast light system have to provide in accordance with the manual provisions.

Tentatively the street light has been proposed along the town/ villages for safe movement of traffic on

the service road. The village/urban locations where street light is to be provided are given below.





Proposed Street Lighting Locations

Sl. No.

Structure Chainage (Km) Length

From To (Km)

Start of Vijayawada Bypass

1 Starting of Bypass 0+000 0+100 0.1

2 Flyover at Ch 0+795 0+745 0+845 0.1

3 ROB at Ch 2+500 2+450 2+550 0.1

4 PUP at Ch 3+980 3+930 4+030 0.1

5 VUP at Ch 12+305 12+255 12+355 0.1

6 Major Bridge at Ch 15+970 14+540 17+400 2.86

7 Flyover at Ch 18+740 18+690 18+790 0.1

8 ROB at Ch 20+590 20+540 20+640 0.1

9 PUP at Ch 22+800 22+750 22+850 0.1

10 PUP at Ch 24+695 24+645 24+745 0.1

11 VUP at Ch 31+190 31+140 31+240 0.1

12 PUP at Ch 35+950 35+900 36+000 0.1

13 PUP at Ch 40+080 40+030 40+130 0.1

14 PUP at Ch 41+120 41+070 41+170 0.1

15 VUP at Ch 43+380 43+330 43+430 0.1

16 ROB at Ch 45+873 45+823 45+923 0.1

17 Flyover at Ch 47+300 47+250 47+350 0.1

18 Ending of Bypass 47+780 47+880 0.1

End of Vijayawada Bypass

19 Pedda avutapalli 1075.15 1075.05 0.1

20 Atkur 1074.18 1073.08 1.1

21 Pottipadu 1071.59 1071.49 0.1

22 Telaprolu Access 1069.01 1068.91 0.1

23 Ambapuram 1067.97 1067.87 0.1

24 Kodurupadu Acecess 1066.23 1066.13 0.1

25 Veeravalli 1065.31 1065.21 0.1

26 Veeravalli 1063.82 1063.72 0.1

Start of Hanuman Junction Bypass

27 Starting of Bypass 0 0.1 0.1

28 Flyover at Ch 1+100 0.95 1.05 0.1

29 VUP at Ch 3+000 2.95 3.05 0.1

30 At Ch 4+000 3.95 4.05 0.1

31 Flyover at Ch 6+000 5.95 6.05 0.1

32 Ending of Bypass 6.617 6.717 0.1

End of Hanuman Junction Bypass





Sl. No.

Structure Chainage (Km) Length

From To (Km)

33 Bommuluru 1054.36 1054.26 0.1

34 Dasarigudem 1051.99 1051.89 0.1

35 Eluru bypass 1050.42 1050.32 0.1

36 Eluru bypass 1033.66 1033.56 0.1

37 Denduluru 1030.28 1030.20 0.1

38 Gundugolanu 1023.08 1022.68 0.4

The proper lighting has been proposed at all Pedestrian Subway & Underpass, Vehicular

Underpasses.

The all entry exit ramps along the project highway should be properly lighted. The lighting system

has been proposed at all the bus shelters and the rest area.

16.3 HIGH MAST LIGHTING

The High mast lighting has been proposed at the following location along the project highway:

Toll plaza Location

o Kalaparru (KM 1050+720)

Flyover locations

o Gundugolanu ( KM 1022+930)

On the proposed bypasses Provide High mast lighting at locations specified below .

S. No Chainage, Km Location

Vijayawada Bypass

1 0+795 Start of Bypass Jn.

2 11+500 Toll Plaza Vijayawada Bypass Section 1

3 18+740 At NH 9 flyover/Grade separator

4 35+000 Toll Plaza Vijayawada Bypass Section 2

5 47+350 End of Bypass Jn.


6 1+100 Start of Bypass Jn.

7 6+000 End of Bypass Jn.

16.4 PEDESTRIAN GUARD RAILING

The pedestrian guard railing between the service road and the main carriageway has to be provided

along the urban sections and the villages/towns area along the project highway for the safe

movement of the pedestrian traffic. The railing is not required along the length of villages where the

underpasses have been proposed.





The pedestrian guard rails has to be provided between the nearest at grade junction and the bus

stop for the safe movement of the pedestrian traffic.

16.5 SAFETY BARRIER

The W beam/ concrete safety barrier has been proposed along the project highway at following

locations:

Where the embankment height is 3m or more

Where the embankment is retained by retaining structure

Where the median is less than 4.5m

Both side approach for the Minor & Major Bridges

At sharp horizontal curves locations

16.6 TRAFFIC SIGN AND PAVEMENT MARKING

The gantry sign mounted on post indicating the village name and the important road it would lead to

at all exit locations. The position of these signs should meet the requirement of the IRC 67.

The pavement marking along the project highway should meet the requirement of the IRC 35. The

proper zebra marking has been proposed at the Underpass locations for safe crossing of the

pedestrian traffic. The safety features such as delineators, cat’s eyes, hazard markers and safety

barrier at hazardous locations has been proposed on the project highway.

16.7 TRUCK LAY BYES & REST AREAS

The Truck Lay byes & Rest areas have to be provided at the locations given below.

S. No Section Name Service Chainage, Km Side

1 Vijayawada-Gundugolanu Truck Lay bye 1072+240 RHS

2 Vijayawada-Gundugolanu Truck Lay bye 1072+240 LHS

S. No Section Name Service Chainage, Km Side

1 Vijayawada-Gundugolanu Rest Area 1023+080 RHS

16.8 HECTOMETRE / KILOMETRE / BOUNDARY STONES

The hectometre/ Kilometre and Boundary stones have been proposed as per the requirement of the

six laning manual.






CHAPTER 17: CONTENTS ...................................................................................................................... 1

17. THE SCHEME .......................................................................................................................... 2

17.1 INTRODUCTION ..................................................................................................................................... 2

17.2 THE SCHEME ........................................................................................................................................ 3

17.3 SERVICE ROADS, AND STRUCTURES .................................................................................................... 7





17. THE SCHEME

17.1 INTRODUCTION

The scheme is the 96% widening of the existing road from 4 to 6 lanes, excluding a section of

about few km through ROB and Canal Bridges for a length of about 8km.

The scheme includes:

Widening & Rehabilitation: Up-gradation of existing 4-lane divided carriageway to 6-lane

divided carriageway facility for a length of 49.0 kilometres, including rehabilitation of

existing 4-lane carriageway.

Service Roads: Provide 5.5m service road in rural areas for about 73.318 aggregate

kilometres and

Widening of Existing Bridges & CD works: Improvement and widening of 2 Major

Bridges, 17 Minor Bridges and 171 Culverts for main carriageway. All the numbers of

structures mentioned above are for individual 2-lane carriageway except for culverts.

Widening of ROB & Grade Separated Structures: Improvement and widening of 2 ROBs

and 10 Underpasses/Cattle crossings.

New CD Works on Service Road: Provide new 13 Minor Bridges aggregate

New Grade Separated Facilities:

6 Flyovers

13 Pedestrian Underpasses

10 Vehicular Underpasses

Intersections: Improvement of 4 minor intersections of village access.

Lay Bays and Amenities: Provide 8 bus bays with shelter on service road wherever

applicable, 2 truck lay bays, 1 rest areas and 3 toll plazas with base camps.

Others: Provide Highway Traffic Management System, User Facilities, Roadside Furniture

and safety features, localised lighting.

The current right-of-way is insufficient for all this expansion, so some very significant land

acquisition [and property acquisition/demolition] is needed in towns [and some villages| However

where 4 lane continuous viaducts are proposed landtake [along with the accompanying very large

property demolition requirements] will be either eliminated or very much minimised





17.2 THE SCHEME

17.2.1 Statistics on the scheme The important statistics on the scheme are presented in Table 17.2.1.

Table 17.2.1: Statistics on the scheme

Ref Discipline Description

1 Existing road section of NH5 [all 4 lanes currently]

Length 48.99 Km

Very long bridges 1

Number of existing grade separated

structures (full interchange) Two [on Eluru Bypass]

Number of existing grade separated

structures (only Underpass) 10

2 Proposed Scheme

Pavement

Roughness correction on existing road

See Chapter 11. Most of the retained road will require roughness correction, using a thin overlay with the correct formulation to avoid flow. Only the urban area will require a structural overlay, while the DBST section should be studied with more attention (probably under designed otherwise one would not adopt a DBST).

Length of new pavement [including 1.5m paved shoulder] added to existing [retained] 4 lanes, and on raised sections to make 6 lanes

49.0km of 6-lane with 2x1.5m paved shoulders [excluding service roads] 47.88km

Length of service roads (aggregate) 73.318

3 Structures

Existing Structures There are 34 locations of existing structures [greater than 6m] on the road. Most existing structures need to be widened as applicable.

New normal Structures 302 new structure [including the 2 six lane long viaducts and 6 four lane long viaducts mentioned below] locations on mainline and 123 additional structures [see Table 18.3.4] for service road continuity.

New Long Structures 4 lane viaducts: 2 ROB’s Krishna River Bridge 3144m

4 Toll Plazas 2 plazas currently, likely optimum strategy will be 3 full plazas with base camps by shifting one location.

5 Others Provision of full Highway Traffic Management System

Emergency Communication System

Mobile Communication System CCTV System

ATCC

VMS

MET System

Mobile Pat & Emergency (Patrols, Ambulances, Crane, fire tenders):

Traffic Control Centre

Backbone Communication System [Optical Fibre backbone cable]

Wayside amenities





17.2.2 Typical Cross Sections The scheme is proposed to widen the existing 4 lane road to 6 lane divided carriageway facility with

paved shoulder and service road. Table 17.2.2 and Table 17.2.3 indicate the location of different

types of road cross sections.

Table 17.2.2: Type of Road Cross Sections along the Project Highway

S.

No

Chainage(km) Length

(km)

CS

Type From To


1 0+000 0+100 0.100 1

2 0+100 0+491 0.391 1

3 0+491 1+190 0.699 2

4 1+190 2+444 1.254 1

5 2+444 2+556 0.112 3

6 2+556 3+736 1.180 1

7 3+736 4+248 0.512 2

8 4+248 11+200 6.952 1

9 11+200 11+800 0.600 9

10 11+800 11+961 0.161 1

11 11+961 12+681 0.720 2

12 12+681 14+153 1.472 1

13 14+153 17+770 3.617 3

14 17+770 18+316 0.546 1

15 18+316 19+169 0.853 2

16 19+169 20+314 1.145 1

17 20+314 20+866 0.552 3

18 20+866 22+574 1.708 1

19 22+574 23+047 0.472 2

20 23+047 24+463 1.416 1

21 24+463 24+955 0.492 2

22 24+955 30+831 5.876 1

23 30+831 31+590 0.759 2

24 31+590 34+700 3.110 1

25 34+700 35+300 0.600 9

26 35+300 35+703 0.403 1

27 35+703 36+199 0.496 2

28 36+199 39+827 3.628 1

29 39+827 40+275 0.448 2

30 40+275 40+849 0.573 1

S.

No

Chainage(km) Length

(km)

CS

Type From To

31 40+849 41+384 0.535 2

32 41+384 43+067 1.684 1

33 43+067 43+732 0.664 2

34 43+732 45+687 1.955 1

35 45+687 46+059 0.372 3

36 46+059 47+017 0.958 1

37 47+017 47+742 0.725 2

38 47+742 47+780 0.038 1

39 47+780 47+880 0.100 1


40 1076+480 1075+400 1.080 5

41 1075+400 1074+800 0.600 8

42 1074+800 1073+905 0.895 4A

43 1073+905 1073+505 0.400 8

44 1073+505 1072+980 0.525 5

45 1072+980 1071+844 1.136 4A

46 1071+844 1071+244 0.600 8

47 1071+244 1069+155 2.089 4A

48 1069+155 1068+755 0.400 8

49 1068+755 1068+120 0.635 5

50 1068+120 1067+720 0.400 8

51 1067+720 1066+380 1.340 4A

52 1066+380 1065+980 0.400 8

53 1065+980 1065+460 0.520 5

54 1065+460 1065+060 0.400 8

55 1065+060 1064+070 0.990 4A

56 1064+070 1063+470 0.600 8

57 1063+470 1060+800 2.670 4A


58 0+000 0+750 0.750 4

59 0+750 1+450 0.700 8





S.

No

Chainage(km) Length

(km)

CS

Type From To

60 1+450 2+642 1.192 4

61 2+642 3+350 0.708 8

62 3+350 3+700 0.350 4

63 3+700 4+300 0.600 4

64 4+300 5+650 1.350 4

65 5+650 6+350 0.700 8

66 6+350 6+717 0.367 4A


67 1055.650 1055.105 0.545 4A

68 1055.105 1054.510 0.595 5

69 1054.510 1054.110 0.400 8

70 1054.110 1053.980 0.130 5

71 1053.980 1052.140 1.840 4A

72 1052.140 1051.740 0.400 8

73 1051.740 1051.080 0.660 4A

74 1051.080 1050.480 0.600 9

75 1050.480 1049.980 0.500 8

76 1049.980 1047.580 2.400 4

77 1047.580 1046.980 0.600 5

78 1046.980 1046.660 0.320 4

79 1046.660 1046.060 0.600 5

S.

No

Chainage(km) Length

(km)

CS

Type From To

80 1046.060 1042.450 3.610 4

81 1042.450 1041.850 0.600 5

82 1041.850 1040.300 1.550 4

83 1040.300 1039.630 0.670 5

84 1039.630 1039.180 0.450 4

85 1039.180 1038.530 0.650 5

86 1038.530 1037.080 1.450 4

87 1037.080 1036.080 1.000 5

88 1036.080 1033.910 2.170 4

89 1033.910 1033.310 0.600 8

90 1033.310 1030.530 2.780 6

91 1030.530 1029.930 0.600 8

92 1029.930 1027.487 2.443 6

93 1027.487 1027.080 0.407 7

94 1027.080 1024.905 2.175 6

95 1024.905 1024.255 0.650 4

96 1024.255 1023.280 0.975 6

97 1023.280 1022.480 0.800 8

Total length

103.59

km





Table 17.2.3 Widening Scheme and Improvement Codes

(a) Widening Scheme and Improvement Codes

Cross-

section Type Description Total Length

1 Four-lane cross section with Raised median + fencing both side of main carriageway + embankment slope 2H:1V + Unlined

longitudinal drain and Utility corridor both side in Non Built-up Area 34.650

2

Four-lane Flyover/Underpass Approach cross section with 12m deck width with RE wall/RCC Retaining wall (excluding viaduct

portion) up to carriageway top level over which RCC crash barrier shall rest + 4.5m median+ 1.5m wide separator cum RCC lined cover

drain between Approach and 5.5m wide (excluding shyness) service road both side + 1.5m wide footpath cum utility duct both side after

service road

7.377

3

Four-lane ROB/Major Bridge Approach cross section with 12m deck width with RE wall/RCC Retaining wall (excluding viaduct

portion) up to carriageway top level over which RCC crash barrier shall rest + 4.5m median+ 1.5m wide separator cum RCC lined cover

drain between Approach .

4.653

4

Six-lane cross section, paved width of (2x10.5+2x1.5) with Raised median of 4.5m width, edge shyness of 0.25m each on both sides +

2.0m earthen shoulder on both sides + chain link fencing on both sides at the edge of Right of way (ROW) + embankment slope 2H:1V

+ Unlined longitudinal drain + Utility corridor of 2.0m wide on both sides in Non Built-up Areas

16.842

4a

Six-lane cross section, with Raised median of 4.5m width, edge shyness of 0.25m each on both sides + 2.0m earthen shoulder on both

sides + chain link fencing on both sides of main carriageway (MCW), placed between MCW and service road + embankment slope

2H:1V + Unlined longitudinal drain + 5.5m wide Service Road on both sides + 1.5m earthen shoulder on either sides of the service roads

+ Utility corridor of 2.0m wide on both sides in Non Built-up Areas

12.675

5 Six-lane cross section with Raised Median, 1.5m wide separator cum RCC lined cover drain with Thrie beam metal barrier between

paved shoulder and 5.5m wide service road both side + 1.5m wide footpath cum Utility duct both side after service road in Built-up area. 7.605

6 Rural Six-lane cross section with retaining wall(s) at Canal locations where the existing median is 2.5m; Symmetrical widening. 8.373

7 Rural Six-lane cross section at Canal locations where the existing median of 2.5m to replace by crash barrier in Asymmetrical widening. 0.407

8

Six-lane Flyover/Underpass Approach cross section with 13.4m deck width with RE wall/RCC Retaining wall (excluding viaduct

portion) up to carriageway top level over which RCC crash barrier shall rest + 1.5m wide separator cum RCC lined cover drain between

Approach and 5.5m wide (excluding shyness) service road both side + 1.5m wide footpath cum utility duct both side after service road

9.208

9 Toll Plaza Locations 1.800

Total 103.59 km





17.3 SERVICE ROADS, AND STRUCTURES

The scheme for service roads is tabled in Table 17.3.1. Requirements are shown for both the left and

right of the existing road. The provisions of these service roads means new bridges [or underpasses]

are needed:

As crossing structures under the 6 lane carriageway [to link the LHS and RHS service roads

[see Table 17.3.2]

As crossing structures over the 6 lane carriageway [flyovers, footbridges], also see Table

17.3.2;

As structures on the service roads where drainage channels are crossed [i.e. matching the

drainage provisions on the 6 lane mainline] – see Table 17.3.3.

Where crossing structures [and flyovers] are provided in some cases existing bridge decks need to

be raised [since the provision of each crossing structure means several hundred metres of existing

mainline roadway has to be re-profiled as approximately table in next page [exact details are subject

to detail design by the Concessionaire]. The amount of re-profiling is determined by the rise in

pavement level needed at the crossing location [this is a function of clearance provision, structural

height of roof of superstructure, and amount – if any – the crossing level of the structure can be

below the main road level]. Details in respect of the major bridges are described in Chapter 13

[section 13.5].

Details on the required removal of existing bridge defects, to be carried out by the Concession

Company, is given in Section 13.3. The scheme includes making most bridges on the road 6 lanes

[or equivalent of 6 lanes]. As most of the major bridges are 2 lanes in width [each way] and cannot be

widened the assumption used is most of the major bridges are retained unless there is a structural

problem already.

Table showing length of road to be realigned due to local rise of vertical profile [at underpass] for installation of underpasses for cross access (Grades Table as per IRC)

Rise Design Speed 100 Design Speed 80

Grade % Length Grade % Length

1 0.932 215 1.314 152

1.5 1.142 263 1.610 186

2 1.318 303 1.859 215

2.5 1.474 339 2.078 241

3 1.614 372 2.276 264

3.5 1.744 401 2.459 285

4 1.864 429 2.628 304

4.5 1.977 455 2.788 323

5 2.084 480 2.939 340

5.5 2.186 503 3.082 357

6 2.283 526 3.219 373

6.5 2.376 547 3.351 388

7 2.466 568 3.477 403

7.5 2.553 588 3.599 417

8 2.636 607 3.717 430





Table 17.3.1: Required provision of Service roads

Chainage (km) Carriageway Width (m) Length (km) Remarks

From To


0+495 1+186 5.5 0.691 both sides

3+74 4+244 5.5 0.504 both sides

11+965 12+677 5.5 0.712 both sides

18+32 19+165 5.5 0.845 both sides

22+578 23+043 5.5 0.465 both sides

24+467 24+951 5.5 0.484 both sides

30+835 31+586 5.5 0.751 both sides

35+707 36+195 5.5 0.488 both sides

39+831 40+271 5.5 0.440 both sides

40+853 41+38 5.5 0.527 both sides

43+071 43+728 5.5 0.657 both sides

47+021 47+738 5.5 0.717 both sides


1076+480 1060+800 5.5 15.680 both sides


0+754 1+446 5.5 0.692 both sides

2+646 3+346 5.5 0.700 both sides

5+658 6+717 5.5 1.059 both sides


1055+793 1051+086 5.5 4.707 both sides

1050+476 1049+984 5.5 0.492 both sides

1047+576 1046+984 5.5 0.592 both sides

1046+656 1046+064 5.5 0.592 both sides

1042+446 1041+854 5.5 0.592 both sides

1040+296 1039+634 5.5 0.662 both sides

1039+176 1038+534 5.5 0.642 both sides

1037+076 1036+084 5.5 0.992 both sides

1033+906 1033+314 5.5 0.592 both sides

1030+526 1029+934 5.5 0.592 both sides

1023+272 1022+48 5.5 0.792 both sides

Both side length of Service/Slip Road 73.318

Table 17.3.2: Location of New Grade Separation Structures on the Mainline [6 laning section]

– all structures 6 Lane [except where specifically stated]

S.

No

Chainage

(km)

Span

arrangement

Effective length

(m)

Vertical

Clearance (m)

Total width*

(m) Remark

1 1022+930 20+30+20 70 5.5 2 x 13.4 Gundugolanu

New Flyover for Vijayawada Bypass

2 0+790 2 X 30 60 5.5 2 x 12.0 Start of Bypass

3 18+740 2 X 30 60 5.5 2 x 12.0 NH – 9





S.

No

Chainage

(km)

Span

arrangement

Effective length

(m)

Vertical

Clearance (m)

Total width*

(m) Remark

Crossing

4 47+350 2 X 30 60 5.5 2 x 12.0 End of Bypass

New Flyover for Hanuman Junction Bypass

5 1+060 2 X 30 60 5.5 2 x 13.4 Start of Bypass

6 6+200 2 X 30 60 5.5 2 x 13.4 End of Bypass

(a) Vehicular Underpass

S.

No

Chainage

km

Span

arrangement

Minimum Vertical

Clearance (m)

Total width*

(m) Remarks

Vijayawada Bypass

1 12+305 1x12 5.5 2 x 12 Mandadam Road

2 31+190 1x12 5.5 2 x 12 Nunna Road

3 43+380 1x12 5.5 2 x 12 Agiripalli Road


4 3+010 1 x 18 5.5 2 x 13.4 Gudivada Road (SH-46)

Cum Channel


5 1075+100 1 x 12 5.5 2 x 13.4 Pedda avutapalli

6 1071+544 1 x 12 5.5 2 x 13.4 Pottipadu

7 1063+770 1 x 12 5.5 2 x 13.4 Veeravalli

8 1050+370 1 x 12 5.5 2 x 13.4 Eluru bypass

9 1033+610 1 x 12 5.5 2 x 13.4 Eluru bypass

10 1030+230 1 x 12 5.5 2 x 13.4 Denduluru

(b) Pedestrian Underpass

S. No Chainage

km

Span

arrangement

Minimum Vertical

Clearance (m)

Total width*

(m) Remark

Vijayawada Bypass

1 3+980 1 x 7.5 3.5 2 x 12

2 22+800 1 x 7.5 3.5 2 x 12

3 24+695 1 x 7.5 3.5 2 x 12

4 35+950 1 x 7.5 3.5 2 x 12

5 40+080 1 x 7.5 3.5 2 x 12

6 41+120 1 x 7.5 3.5 2 x 12






S. No Chainage

km

Span

arrangement

Minimum Vertical

Clearance (m)

Total width*

(m) Remark

7 1073+705 1 x 7.5 3.5 2 x 13.4 Atkur

8 1068+955 1 x 7.5 3.5 2 x 13.4 Telaprolu Access

9 1067+920 1 x 7.5 3.5 2 x 13.4 Ambapuram

10 1066+180 1 x 7.5 3.5 2 x 13.4 Kodurupadu Acecess

11 1065+260 1 x 7.5 3.5 2 x 13.4 Veeravalli

12 1054+310 1 x 7.5 3.5 2 x 13.4 Bommuluru

13 1051+940 1 x 7.5 3.5 2 x 13.4 Dasarigudem

Table 17.3.4: Structures required for Drainage Continuity

S. No Structure

No Chainage

Km

Existing Structures on Main Carriageway Width of Service Road Structure

(m)* LHS RHS

Length (m)

Type Length

(m) Type LHS RHS

1 MNB No:

29/2 1075+820 3 x 4.45

RCC Solid slab

3 x 4.45 RCC Solid

slab 8.70 8.70

2 MNB No:

32/2 1072+737 3x6.80

RCC Solid slab

3x6.80 RCC Solid

slab

8.70 8.70

3 MNB No:

36/1 1068+844 3 x 6.75

RCC Solid slab

3 x 6.75 RCC Solid

slab

8.70 8.70

4 MNB No:

37/6 1067.326 6x6.75

RCC Solid slab

6x6.75 RCC Solid

slab

8.70 8.70

5 MNB No:

39/2 1065+780 3 x 5.75

RCC Solid slab

3 x 5.75 RCC Solid

slab

8.70 8.70

6 MNB No:

42/1 1062+540 2x3.90

RCC Solid slab

2x3.90 RCC Solid

slab

8.70 8.70

7 MNB No:

49/1 1055+743 8x5.75

RCC Solid slab 8x5.75

RCC Solid slab

8.70 8.70

8 MNB No:

67/3 1037+246 1 x 9.30

RCC Solid slab 1 x 9.30

RCC Solid slab

8.70 8.70

9 MNB No:

76/1 1030+415 5 x 6.40


RCC Solid slab

8.70 8.70

10 MNB No:

1022+851 2 x 7.20


RCC Solid slab

8.70 8.70

#: The length of structures indicated is absolute minimum which is equal to the length of the existing

structure. The actual length required for the service road structure may vary.

*: Deck Width indicated is absolute minimum width of Service Road including 0.25m edge shyness

on both sides, 1.8m Foot Path with railing and 0.5m Crash Barrier both sides.

**: Existing service road bridges to be widened to 8.70m width.










CHAPTER 18: CONTENTS .................................................................................................................................. 1

18. CONSTRUCTIONS PLANNING, MANAGEMENT AND TECHNOLOGY ................................ 2





18. CONSTRUCTIONS PLANNING, MANAGEMENT AND TECHNOLOGY

The requirements for Construction Planning, Management and Technology is given in the “Manual of

Specifications and Standards for Six Laning of National Highways through Public Private Partnership” published

by Department of Road Transport & Highways Ministry of Shipping, Road Transport & Highways, Government

of India. In case of any contradiction between the Manual and this Chapter, the text in the Manual

shall govern.

The existing 4 lane highway shall remain in operation and continue to be tolled during the course of

construction for expansion of its capacity to 6 lanes. This will put some constrains on construction

activities. Accordingly, the choice by the Concessionaire of construction planning methods,

construction management and technological solutions shall be subject to the following constraints.

(1) The existing 2-lane facility, for each direction shall always be available, along main highway

or along diversion and no reduction in the capacity of the highway during construction shall

be permitted.

(2) Construction shall not cause any deterioration in level of service more than what is expected

due to the nominal increase in traffic.

(3) Since construction and operation shall be concurrent activities, construction shall not in any

way adversely affect safe and efficient operation of the highway.

(4) The construction of additional features (such as underpasses, service roads) may adversely

impact the lives and business activities of the people living close to the highway boundary.

Their safety and access needs during construction shall not be compromised.

(5) Construction traffic using the highway for approaching the construction site and parking of

construction vehicles on the highway will adversely affect the flow of normal highway traffic.

Therefore, the construction vehicles shall approach the construction site from an alternative

approach (say from service road or temporary haul roads) and park outside the existing

carriageway.

(6) No road space shall be used for erection of temporary works or erection and launching of

any overhead structural component for permanent work. All such erection and launching

shall be from near the edge of the ROW.

(7) Safety of the highway traffic during construction shall not be compromised and therefore, full

safety measures shall be taken during construction.

(8) No part of the existing carriageway shall be closed for facilitating construction without

creating equivalent road space. In case it is absolutely necessary to partially close the

carriageway, it shall be for a reasonable period to be decided by the Independent Engineer.

The most essential element of construction planning shall be to ensure that equivalent capacity is

created before closing any portion of the highway for construction. This can be done either by

constructing independent diversion (which can eventually serve as service road) or by constructing

temporary diversion by carving out road space from the existing central median.

Diversion roads shall have the same width as that of the carriageway being diverted so as to ensure

that capacity of the highway or the level of service is not reduced due to construction. It shall have

fluent geometry conforming to design speed of at least 60 kmph. The pavement shall be designed for





10 MSA. The diversion road shall be so planned with respect to alignment and grade that it can be

eventually used as a service road. Usually, the width of one side carriageway of the existing 4 lane

highway is 8.75m while that of the diversion road shall be 7.0m. The extra paved width of 1.75m that

will become available on the service road shall be at the cost of the concessionaire and will be

utilised for meeting local needs (e.g. for parking, passing places, etc.). Once the work on main

carriageway is completed and the use of the diversion road is not required, the entry to and exit from

the diversion road shall be permanently closed such that they are not used as unauthorised entry/exit

ramps.

In case space on the existing carriageway is to be created for use as diversion, it shall be done by

knocking off the central median, removing the filling and paving the median portion with crushed

stone drainage layer over the existing GSB sub base top level followed by WMM base bituminous

layer in thickness appropriate for traffic level of 10MSA. The knocked off median shall be replaced by

pre cast concrete crash barrier segments placed at the edge of the extended pavement and tied

together to provide stability against crash. This arrangement can provide only one extra lane of

diversion in the usual case where median width is only 4.5m.

Eventually the median has to be restored to its original condition by milling the pavement and

removing the bituminous layers and WMM base and leaving the GSB layer intact for median

drainage. The restored median kerb, however, shall extend up to the top of the drainage layer of the

existing pavement such that water in the median remains confined within the kerbs and drain through

the drainage layer. The milled pavement material can be used for service road construction with the

approval of Independent Engineer.

Construction shall be managed in such a way that sequence of construction operations, coordination

of various construction activities, logistics of material and equipment movement, community needs of

access and safety, and management of the highway traffic during construction lead to least

disruption during construction. Construction activities shall generally start at the periphery and

proceed towards the main highway in the end such that diversion alternatives are available when the

main highway becomes the centre of construction activities.

Subject to actual site requirement, the general sequence of construction activities shall be in the

following order:

I. Construction of haul roads

II. Construction of drains, toe walls

III. Construction of service roads, protection of cut slopes abutting properties (wherever

required)

IV. Construction of underpasses

V. Construction of embankment for widening of the carriageway up to sub grade level

VI. Barricading of the main carriageway at the shoulder marking

VII. Excavation of the earthen shoulder of the existing carriageway

VIII. Building of pavement layers

IX. Construction of bridges, culverts, flyovers, grade separators at various points of time as per

overall planning





Appropriate technological solutions shall be adopted to overcome some of the site constraints and to

ensure least disruption due to construction, as conventional technology in such cases may be unsafe

or disruptive. Some of the areas where innovations shall be required are shoring the cut slopes so

that adjoining properties are not endangered, pushing a box to provide an underpass, launching

large pre-cast elements for grade separators, underpasses, etc.

Shoring the cut slopes: Appropriate solutions shall be designed for permanent solution of the cut

slopes. Soil nailing, concrete buttresses, sheet piling or any other solution adequately designed and

approved by Independent Engineer shall be adopted.

Box pushing for construction of underpasses1:

i) Adequate space for construction of casting and thrust beds shall be arranged

ii) Construction of thrust beds will involve deep excavation. The excavated face shall invariably

be shored/protected. Where such excavation is near some properties, it shall be ensured

that these properties do not suffer any damage.

iii) Top of the excavation shall invariably be cordoned/fenced to rule out any mishaps or

accident.

iv) The rate of construction (pushing) shall be regulated is a manner that the existing road on

top does not get damaged.

v) Utilities coming in the way of pushing shall be identified and diverted/relocated.

vi) After construction is completed, the thrust bed shall be back filled and compacted in layers to

its original density.

Cut and Cover method for construction of underpasses

The excavation shall be done in a safe slope. Back filling the excavation after completion of

construction shall be done with selected soil and filter media and suitable drainage arrangement shall

be made for dissipating hydrostatic pressure.

Where pre cast segments are to be launched in position, the transporting, lifting and launching shall

be done from the haul roads/ service roads,

Pre cast construction of structures

Grade separators/flyover shall be constructed in such a way that there is no need for erecting staging

from the road level and pre cast superstructure is launched in position without causing any significant

[or long term] interference with the highway traffic.

1 Actually there are very few if any places where on inspection this seems a practical construction method, but

this situation may change in detail design.







19. ENVIRONMENTAL AND SOCIAL IMPACT APPRAISAL ............................. 2

19.1 PRELIMINARY ENVIRONMENTAL ASSESSMENT ...................................................................................... 2

19.1.1 Introduction ...................................................................................................................................... 2

19.1.2 Defining Boundaries for Environmental Assessment ...................................................................... 2

19.1.3 Inventory of Environmental Features .............................................................................................. 3

19.1.4 Preliminary Environmental Assessment .......................................................................................... 3

19.2 PRELIMINARY SOCIAL ASSESSMENT..................................................................................................... 11

19.2.1 Likely Impact of the Project .......................................................................................................... 11

19.2.2 Structures Affected Along The Project Road................................................................................. 12





19. ENVIRONMENTAL AND SOCIAL IMPACT APPRAISAL

19.1 PRELIMINARY ENVIRONMENTAL ASSESSMENT

19.1.1 Introduction

The preliminary Environmental Examination for the proposed project has been undertaken as a

parallel exercise with the Engineering Analysis, so as to bring out the environmental concerns in

planning and the proposed design. The basic aim of the present study is to assess the magnitude of

actual and potential environmental concerns due to conversion of the existing 4 lane National

Highways into six lanes. This is also to ensure that the environmental considerations are given due

weightage, in the design of proposed highway improvements being studied. Basic idea is to minimize

adverse environmental and social impacts with best possible engineering solutions at the optimal

cost to make development environmentally sound and sustainable.

Environmental Screening of the study area has the following major objectives:

To classify the type of environmental assessment required,

To delineate the major environmental issues and identify the potential hotspots, which requires

further study i.e. scope for EA,

To recognize the potential environmental concerns,

To determine the magnitude of potential impacts and ensure that environmental

considerations are given due weightage while selecting and designing proposed highway

improvements.

19.1.2 Defining Boundaries for Environmental Assessment

The total length of the existing road under consideration is 48.99 km, which starts from Vijayawada

and traverses through towns of Gannavaram (houses airport for Vijayawada), Hanuman Junction and

Eluru. The project road passes through three districts i.e. Krishna, West Godavari and East Godavari

of Andhra Pradesh State. The area of direct influence will be confined in a linear fashion along the

corridor where the construction activities take place. The road is proposed to be retrofitted into six-

lane for which ROW supposedly, is available and only at places a ROW of 5 meters may be required

for acquisition. Therefore, the area of direct influence of 10 meters on either side has been

considered.

However, for various other environmental Components, which are likely to have a broader area of

influence, a distance of 10 Km. on either side of the road (as per the MOEF Notification of

Environmental Impact assessment, Government of India, 2006) has been used to define the indirect

area of Influence. Thus, the term project influence area referred in this chapter therefore, covers

both direct and indirect area of influence.

The Environmental Screening Report is based on field surveys and investigations made during site

visit, and include information depicting the existing environment characteristics as well as an

assessment of potential impact on the physical and natural environment of the area.





19.1.3 Inventory of Environmental Features

Secondary Data

Secondary information on various environmental components such as physiography, soil, geology,

drainage, forest, ambient air quality, land-use, demography etc. have been collected from old reports

& various published sources to examine the baseline status of the environmental features in the

project influence area,

Local Concerns

In addition to the secondary data collected and the inventory information obtained, discussions with

the stakeholders including the local people and government officials have been held so as to provide

a realistic assessment of any significant/specific socio-environmental concerns due to proposed

project. These discussions helped in incorporating the views of the stakeholders.

19.1.4 Preliminary Environmental Assessment

Baseline Environmental Setup1

The baseline environmental status of the project influence area is based on the field survey within

proposed ROW and within the CoI, i.e., a radius of 10 km from the centerline of the road by

environmental team, as well as data collected from various secondary sources. It will help in

assessing the magnitude of potential impacts both beneficial as well as adverse due to the proposed

project activities on the environment.

Physical Resources

Topography

The configuration of the project area is more or less plain and lies in coastal Andhra Pradesh. The

area is crisscrossed with river Krishna river Godavari and network of various irrigation canals built on

the two rivers.

Situation

This section of project road passes through districts of Guntur, Krishna, W.Godavari and E. Godavari

in the State of Andhra Pradesh. The highway generally traverses through the agricultural zones, and

in the end passes for a short distance, close to Divencheruvu Reserve forest. The existing four lane

development itself is not witnessing designed traffic growths owing to the project highway, as per

discussions with stakeholders and the Engineering team, lying in agricultural hinterland with no major

commercial activity beyond the agricultural. This results in good environmental condition with air,

water & noise levels lying generally within limits. But, the situation may change with time

necessitating regular monitoring of the environmental parameters along the highway and especially

the towns by NHAI/Concessionaire, so that mitigation measures could be enforced in the event of air,

water, noise levels cross permissible levels

Geology, Soils

The vast stretch of the area is represented by Archaeans.The major geological formation in the area

are of Khondalites series with felspar-quartz-biotite genesis, felspar-quartz genesis. These are pre-

1 Source:Baseline Environmental status, vol.- IV EIA, RAP REPORT; ROAD CONSTRUCTION CONTRACT

PACKAGE AP-17





cambrian series and are coarse grained rocks and stretched from NE to SW with steep dips. The

general stratography of the area is presented in the following table:

Geology

Formation Age

Alluvium soils, Coastal Sand and other soils Recent to present

Argillaceous and ferruginous sandstone Upper Jurrassic

Charnockites – Peninsular complex Archaeans

Khondalites- Dharwars (Middle) Archaeans

Soils

The soil in the stretch is mainly red soil with texture sandy to silty clayey. The soils are mostly alluvial

derived soils. These are the soils in general with low to medium plasticity except at few locations with

high plastic clayey soils (black cotton). The soils lack adequate drainage and lead to deterioration in

the soil structure. The soils in general are fertile.

Climate

Rainfall – The climate of the study area is tropical sub humid with annual precipitation ranging from

1400 - 1600 mm and potential evapo-transpiration varying from 1300-1500 mm. The rainfall in the

area is brought by two spells i.e. South-West monsoon (June-September) and North- East monsoon

(October to November)

Temperature – The temperature of the region varies between 36-18 ° C. It is very warm in May with

a mean maximum temperature touching to 39 ° C. The seasonal variation in the temperature is

presented in the following table

Season Maximum Minimum Range

Winter Season 32.4 17.1 32-17

Summer Season 39.2 20.4 39-20

Rainy Season 33.1 24.6 33-24

Non-Rainy Season 30.8 17.3 32-17

Humidity - The climate in the region is generally sub-humid. The humidity is slightly less than the

adjacent coastal areas. The relative humidity ranges, generally, at 90 in the morning and 50 in the

evening.

Wind Speed and Direction - Winds are light to moderates in speed, except the gales blow during a

depression or a storm. The winds in the area in general are South-west during the monsoon season

and also in the month of November. While during October and February, winds are Northerly or

north-easterly in the mornings. And, in the afternoons mostly they are northerly or north-east and

south-east directions. In the summer season, winds blow commonly between south-east and south-

west.

Land Use Pattern

Endowed with a rich variety of soils the four coastal districts occupy an important place in States

agriculture, which is the most important occupation. The major agricultural produce is banana,





turmeric, carrot, paddy, black gram, green gram, wheat, groundnut, jowar, bajra and maize. The main

cash crops are sugarcane, chillies, cotton, coconut, tobacco etc.

Water Resources

The project Highway lies in the catchments of River Krishna & River Godavari which are the two

major rivers of this region. The waters of both Rivers Krishna and Godavari are believed to be sacred

and holy. The characteristic feature of the Godavari river catchment is formation of islands (Lanka).

The ground water table varies from 8m to 80m in the project area. Wells, hand pumps and water

supply through pipelines are the main sources of the drinking water whereas water from irrigation

canals is used for agricultural purpose.

Water Quality

Water quality along the road is good as reported by the local communities. There are no major

pollution sources in the area. However, the water sources, where construction activity is proposed,

should be monitored after the detail designing is done, during construction and operation, to

contain/mitigate any probable pollution.

Air Quality

Ambient air quality of the area lies within permissible limits as per the discussion with the State

Pollution Control Board personnel’s owing to the highway passing through agricultural hinterland and

the traffic volumes being lesser than the designed. The concessionaire should monitor the air quality

in consultation with the, Regional office of the State Pollution Control Board, so that appropriate

mitigation measures may be adopted if the air quality exceeds the permissible limits of CPCB (Table)

to minimize the adverse effects on the environment.

Table: National Ambient Air Quality Standards

Pollutant

Time weighted Average

Sensitive Area

Industrial Area

Residential, Rural &

Other Areas

Method of Measurement

Sulphur Dioxide SO2

Annual * 15 g/m3 80 g/m

3 60 g/m

3

Improved West and Gaeke Method

24 hours** 30 g/m3 120 g/m

3 80 g/m

3

Ultraviolet Fluorescence

Oixde of Nitrogen as NO2


3 60 g/m

3

Jacab & Hochheiser Modified (Na-Arsenite) method

24 hours** 30 g/m3 120 g/m

3 80 g/m

3

Gas phase Chemiluminescence

Suspended participate

Matter (SPM)


3 140 g/m

3

High Volume Sampling

24 hours** 100 g/m3 500 g/m

3 200 g/m

3

(Average flow rate not less than 1.1 m

3/ minute)

Respirable Particulate

Matter (RPM) size less than

10 m


3 60 g/m

3

Respirable particulate

24 hours** 75 g/m3 150 g/m

3 100 g/m

3 Matter sampler





Pollutant

Time weighted Average

Sensitive Area

Industrial Area

Residential, Rural &

Other Areas

Method of Measurement

Lead (Pb)

Annual * 0.50 g/m3 1.0 g/m

3 0.75 g/m

3

AAS Method after sampling using

24 hours** 0.75 g/m3 1.5 g/m

3 1.00 g/m

3

EPM 2000 or equivalent filter paper

Carbon Monoxide (CO)

8 hours** 1.0 mg/m3 5.0 mg/m

3 2.0 mg/m

3

Non-dispersive infrared

1 hour 2.0 mg/m3 10.0 mg/m

3 4.0 mg/m

3

Spectroscopy

* Average of annual sampling ** 8 hour monitoring results Source: CPCB guidelines

Noise Level

Since the traffic volume on the project road is not much and the highway is generally passing through

open and agricultural fields, noise is not a major problem at present. But, it may be an irritant in city

areas, in future, with the growth in traffic. Noise level monitoring should be carried out, by the

concessionaire during construction and operation, in city/built up areas so that proper mitigation

could be developed as and when the noise level exceeds the standards.

Industries

The sections of NH-5 passes, primarily, through agricultural area but there are, also, some medium

and small size industries. The area has cotton ginning/spinning mills, tobacco based industry, paper

mills, rice mills, saw mills, sugar mills etc. Vijayawada Thermal Power Plant is situated in the project

area.

Mines and Quarries

The project corridor has lime mining, Granite quarries and stone crushers.

Ecological Resources

Trees/Vegetation within corridor of impact

The road alignment passes primarily through rich agricultural fields. In the end of the section it

passes close to Devencheruvu reserve forests. Large number of trees / plants of various species

planted along the avenue and median exist within and outside the ROW. The Photo shows the

typical plantation along the project road. Ecological assessment indicates that approximately 146802

trees exist (on both sides of the road) within the R.O.W.

2 Source: Saplings planted in the avenue after construction of existing highway ,PIU NHAI, (Vijayawada, Rajahmundri)





Wildlife

The project highway does not pass through any ecologically sensitive area.

Social Forestry

The avenue and median plantations have been done under social forestry scheme along the highway

at various locations. Divisional Forest Office, Vijayawada, W. Godavari and E. Godavari have the

responsibility of maintenance of this plantation.

People’s Perception on Project

Major perception on environmental issues raised during the discussions with local peoples and

stakeholders are summarized as follows:

Protection of water bodies, which are very close to the project road,

Minimum loss to the properties,

Minimum loss to agricultural land

Protection of trees and plants which are beyond the formation width, but very close to the

project road,

Protection of cultural properties, archaeological sites,

Provision of Road safety

The Critical Issues

The critical issues in the study area and the main findings of the initial environmental survey are

summarized herewith. These issues are detailed out in this report.

The project area generally has a flat plain terrain.

The climate of the study area is tropical subhumid with annual precipitation ranging from 1400

- 1600 mm and potential evapo-transpiration varying from 1300-1500 mm. The rainfall in the

area is brought by two spells i.e. South-West monsoon (June-September) and North- East

monsoon (October to November)





The major land use pattern along the project road is agricultural, interspersed with small and

medium size industries cotton ginning/spinning, sugar mills, paper mills, rice mills, stone

crushers etc.

The quality of environmental parameters i.e. Air Quality, Water Quality and Noise levels is

good.

The noise level is expected to be high at town junctions during peak traffic.

River Krishna is the major rivers of South India, which cross the project road.

Vijayawada Thermal Power Plant is situated in the vicinity of project area, which is a major

source of electricity generation.

Large number of saplings which have been planted on the avenue i.e. 14680 approx. of

various species exists, which are likely to be impacted due to proposed expansion of the

project highway. The proposed development will result in removal of some of these

saplings/plants.

Town areas along the highway e.g. Hanuman junction at Km. 46.0 from Vijayawada, popular

for the shrine, poses a practical challenge for fitting in the extra lanes.

There are a number of religious structures, falling within the corridor of impact.

Potential Impacts

The main environmental impacts have been analyzed covering Environmental Resources, Human

Use Values and Ecological Resources. A brief description of these impacts is given herewith.

Impact on Water Environment

Two rivers viz Krishna (do not cross the project highway) & Godavari, network of irrigation canals and

a few ponds exist along the project road. Construction activities may lead to degradation of water

quality in terms of increased suspended solids as well as oil / grease concentration. However, during

operation the overall impact on water resources will be positive except oil and grease content.

Adequate precautionary / mitigation measures will be exercised to control these effects during

construction and operation

Impact on Land Environment

Alteration of Agricultural land to non-agricultural land is a major impact on land, as some land needs

to be acquired for the proposed project.

Impact on Air Environment

Adverse impacts on air quality due to the movement of construction machinery as well as haulage of

construction material, site clearance, earth filling etc in construction stage.

Impact on Noise Environment

Movement of construction vehicles, operation of construction machinery and congestion due to

construction activities result in increase in increased noise level in the project area. However during

operation phase, smooth traffic flow will minimize the noise level.

Impact of Human Use Values

There are numbers of Temples, and a large number of shrines within the corridor of impact and the

widening activity will result in the negative impacts in terms of religious sentiments.





Impact on Ecological Resources

Due to the proposed retrofitting of additional lane and service road, some of the recently planted

trees from the total 14680 numbers of trees within the corridor of impact are likely to be affected,

which will result in ecological degradation. However, transplanting, of the younger plants, and

compensatory afforestation will compensate these losses.

Mitigation Measures

On the basis of information collected during Environment Screening Survey, the following mitigation

measures as given in the following Table have been proposed.

Table: Impact Potential Evaluation

Environmental

Parameters Mitigation Measures Locations

Air and Noise

Quality –

Improvements

(i) By improving intersections; (ii) By removing

traffic bottlenecks; (iii) By maintaining a steady

stream flow of traffic and by segregating slow

and fast moving traffic.

(ii) Noise barriers, if a section regularly, has

parameters above permissible levels and

plantation at sensitive areas

At all towns e.g.

Gannavaram, Vijayawada,

Hanuman Junction

Various town areas falling

on the project highway

Drainage and Run

off of Water

(i). Provision of adequate size and number of

cross-drainage structures to ensure efficient

cross- drainage

All along the project road

Contamination of

water quality

(i) Construction work near water bodies will be

avoided especially during monsoon periods

At all water bodies

Temple near the ROW along the existing Highway





Environmental

Parameters Mitigation Measures Locations

(ii) All waste arising due to project activities will

be disposed off, as per State Pollution Control

Board norms

Loss of Trees (i) Through proper design to minimize cutting

of trees.

(ii) Compensatory

Afforestation at a rate decided by the forest

department of the trees which are going to be

cut.

Trees which are going to be

felled.

Road Safety –

Improvement

(i) Design improvement at crossings and where

traffic is mixing

(ii) Segregation of slow traffic in congested

areas by providing service roads

(iii) Provision of proper signage & proper

lighting arrangement to avoid accidents.

(iv) Traffic management plans will be prepared

for congested locations

At congested locations.

Recommendations

On the basis of the field study conducted and data analysis from environmental point of view,

following points should be considered while finalizing the alignment / engineering design.

There does not seem to be any major environmental issue along NH-5

The traffic volumes are not high apparently bringing environmental parameters like air and

noise within permissible limits. But, with the proposed development it may become a cause

of concern in future. Thus, it is recommended that these parameters be monitored during

construction and operation so that a suitable mitigation be designed, if they rise beyond

permissible limits especially in towns.

The traffic junctions, along the highway, itself are having free access and is cause of concern

for the current traffic. Thus it is recommended to have suitable designs to improve safety.

The existing highway is passing through cities and towns with undersigned intersections

creating a hazardous situation in present low volume of traffic. Even in town/

villages/countryside there is a tendency to move in wrong lane which necessitates controlled

access and designed intersections for smooth and unhindered traffic movement.

There are number of shrines along the highway which pose a problem for the proposed

expansion. This problem of fitting in extra lanes is more pronounced in towns like Hanuman

Jn. This makes it pertinent to take up the project in phases removing such bottlenecks, while

the work is carried out on easier sections.

Clearance Requirements

The project can be undertaken, as per the Environmental Notification of 14th September

2006, after taking Prior Environmental Clearance from the concerned regulatory authority, in

the Ministry of Environment and Forests for matters falling under Category ‘A’ in the





Schedule and at State level the State Environment Impact Assessment Authority (SEIAA) for

matters falling under Category ‘B’ in the Schedule(Annexure 20.1), before any construction

work, or preparation of land by the project management except for securing the land, is

started on the project or activity.

The clearance from State Irrigation department will be required for shifting the canals along

the highway.

The existence of Vijayawada Thermal power Plant requires that use of fly ash in construction

in the radius of 100 Km (from the thermal power plant)

The proposed development along the existing highway with avenue plantation, all along,

warrants obtaining a clearance as per Andhra Pradesh (Protection of Trees and Timbers in

Public Premises) Rules 1989.

If any land is required to be acquired from the Divencheruvu reserved forest than also it can

be done by approaching the forest authorities at regional/Central level.

The NOC/ Certificate to erect & operate for siting labour camps, construction machinery will

be required from the State/Central Pollution Control Board.

19.2 PRELIMINARY SOCIAL ASSESSMENT

19.2.1 Likely Impact of the Project

Due to insufficient existing RoW in places where the currently proposed RoW is ranging between

54m in urban areas and 70m in rural areas, further acquisition is required for 6-laning of existing road

with service roads. In addition to this, new bypasses were proposed to Vijayawada city and Hanuman

Junction town where the entire project road passes through open agricultural and non-agricultural

fields owned by both private and Government (Revenue Department etc.), The estimated land

required for the widening of existing 4 lane road to 6 lane road and for laying of 4 lane new bypass

for Vijayawada city and 6 lane new bypass to Hanuman Junction town with other road safety

improvements such as creation of new underpasses, flyovers, etc is about 515.28 Ha.

The land required by the project for the construction of proposed new by-pass falls under two

classifications:

Public land owned by the State Government and administered by other departments

such as Revenue Department etc; and

Private land.

As per the preliminary assessment and base line verification survey, in about 60% of the cases the

project will require full demolishing or loss of residential or commercial structures to the extent that

either resettlement or relocation will be necessary. While in the remaining 40% of the structures

which are partially affected, in most cases only a narrow frontage strip of several meters or less will

be affected. Which thereby implies only compound wall or fences, yards, may be removed excluding

the areas where market centers are located. In market areas or where the concentrations of

residential structures are dense the requirement of resettlement and relocation options needs to be

adopted. In some cases, small portions of roadside dwellings and business will be affected. In

addition to the permanent structures a number of kiosks are also affected due to the project.





19.2.2 Structures Affected Along The Project Road

Ownership of the Affected Structures

The estimated number of structures identified and verified of which are affected completely or

partially is about 1114 structures. Of the total affected structures, 1024 are private (91.92%), 53 are

owned by the government (4.76%), and 37 structures (3.32%) are owned by the community in the

form of religious and other properties. Details are presented in below Table.

Table : Ownership status of the Affected Structures

Sl No. Ownership No % to total

1 Private 1024 91.92

2 Government 53 4.76

3 Community 37 3.32

Total 1114 100.00

Impact on private properties

The estimated land requirements are resulting in complete or partial displacement of about 1024

private structures. Of the total affected structures, 506 are residential (49.41%), followed by 311

commercial (30.38%) and 44 are both residential and commercial (4.3%). A considerable number

163 (15.91%) of affected structures are found to be compound walls, bathrooms, basements, cattle

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

hotels, mechanic shops and few industrial units.

Table : Usage of the private properties affected

Sl No. Usage No % to total

1 Residential 506 49.41

2 Commercial 311 30.38

3 Residential + Commercial 44 4.30

4

Others (incl. Bath rooms, Cattle sheds, car parking sheds, Compound

walls etc.) 163 15.91

Total 1024 100.00

Impact on Common Property Resources

A total of 85 common properties are affected across the project road. Details of the usage of these

common properties such as religious places, government buildings of which a majority is bus

shelters/bus stands, are given in below Table.

Table : Common properties affected

Sl No. Usage No % to total

1 Religious Places 32 37.64

2 Government Buildings 03 3.54





3

Others (Market, Arch, Statue, Shopping Complex, Bus Stops,

Compound Walls Etc.) 50 58.82

Total 85 100.00

Type and area of the affected structures

Of the total 1114 structures affected under both private and common property resources a majority

418 (37.52%) are Pucca, followed by 411 (36.89%) structures which are Semi-Pucca. The total area

affected by these 1114 structures is about 139384.27 square meters. Details are presented in Table

below.

Table : Type and Area of Structures Affected along project

Sl. No Type

Total Structures Affected Area Affected

No % Area (Sq.M.) % Area

1 Pucca 418 37.52 102543.28 73.57

2 Semi pucca 411 36.89 28482.08 20.43

3 Kutcha 285 25.58 8358.91 6.00

Total 1114 100.00 139384.27 100.00

Area affected is excluding affected compound walls area.

Usage with type of total affected structures

Observed across the type and usage of the total affected structures, majority of the residential

(37.23%), and other structures (52.57%) including Community Property Resources are pucca in

nature. Whereas, regarding Commercial (42.48%) and Residential cum Commercial (54.55%)

structures are concerned majority of the affected structures are of Semi-Pucca in type. Details are

presented in below Table.

Table : Usage with type of total affected structures

Sl. No. Usage

Type of affected property (No.)

Pucca Semi pucca Kutcha

1 Residential 37.23 35.79 26.98

2 Commercial 28.32 42.48 29.20

3 Res+Commercial 31.82 54.55 13.64

4 Others ( Incl. Common property resources etc.) 52.57 27.43 20.00

Legal and Policy Framework

In India, compensation for land acquisition (LA) and resettlement assistance for project-affected

people are generally governed by the Land Acquisition Act (1894). However, in case of NHAI

projects, the National Highways Act, 1956 (hereafter NHA) is used to carry out land acquisition for

national highway projects. The Act gives NHAI power to acquire land through a “competent authority”





(i.e.), the district collector and/or NHAI staff) through notification in the official gazette by the Central

Government.

The National Highways Act, 1956

For land acquisition, the Act defines the various steps in the process as follows: (i) section 3A –

power to acquire land; (ii) 3B – power to enter for surveys; (iii) 3C – hearing of objections; (iv) 3D –

declaration of acquisition; (v) 3E – power to take possession; (vi) 3F – power to enter into the land

where land has vested in the central government; (vii) 3G – determination of amount payable as

compensation; and (viii) 3F – deposit and payment of amount. The Act requires that the processes

must be completed within a year from 3A to 3D. The acquisition process is faster due to central

government coordination and provision for arbitration or power of civil court for trying any LA-related

dispute.

Although NHAI Act significantly reduces the time frame for acquisition, the rules and principles of

compensation are derived from the LA Act of 1894 amended from time to time. The Act covers only

legal title holders and provides for: (i) market value of the land; (ii) a solatium of 30% on the market

value for compulsory acquisition; (iii) additional amount for trees, crops, houses or other immovable

properties; (iv) damage due to severing of land, residence, place of business; (v) compensation to

sharecroppers for loss of earning; and (vi) an interest of 12% on the market value from the date of

notification of award.

Both the LA Act and the NHAI Act do not address many of the social and economic issues

associated with displacement and resettlement of “illegal” or non-titled informal settlers/squatters.

However, in many donor-funded projects, NHAI assists affected persons even without any legal titles.

As presented in Chapters A and B, the impacts of the present project are also on the roadside

SBEs/households – people who are “non-titled” informal dwellers and encroachers.

National Rehabilitation and Resettlement Policy, 2007

The Ministry of Rural Development, Government of India (GOI) in October 2007 approved a National

Rehabilitation and Resettlement Policy (NRRP, 2007). It recognizes the following essential features:

That project affected families (PAF) not only lose their lands, other assets and

livelihoods, they also experience adverse psychological and social/cultural

consequences;

The need to minimize large-scale displacement and where displacement is inevitable,

resettlement and rehabilitation has to be handled with utmost care. This is especially

necessary for tribals, small and marginal farmers and women;

That cash compensation alone is often inadequate to replace lost agricultural land,

homesteads and other resources. Landless labourers, forest dwellers, tenants, artisans

are not eligible for cash compensation;

The need to provide relief especially to the rural poor (with no assets), small and

marginal farmers, SCs/STs and women;

The importance of dialogue between PAFs and the administration responsible for

resettlement for smoother implementation of projects and R and R.

The policy is in the form of broad guidelines and executive instructions and will be applicable to

projects displacing 400 families or more in plain areas and 200 families or more in hilly areas.





As far as the present project is concerned the NRRP states (Para 7.19) that in case of linear

acquisitions, in projects relating to railway lines, highways, transmission lines, laying of pipelines and

other such projects where in only a narrow stretch of land is acquired for the purpose of the project or

is utilized for right of way, each Khatedar in the affected family shall be offered by the requiring body

an ex-gratia payment of such amount as the appropriate Government may decide, but not less than

20,000 rupees, in addition to the compensation or any other benefits under the Act or programme or

scheme under which the land, house or other property is acquired. Further it says that if as a result of

such land acquisition, the land-holder becomes landless or is reduced to the status of a “small” or

“marginal” farmer, other rehabilitation and resettlement benefits available under the policy shall also

be extended to such affected family.

The benefits for PAFs who after land acquisition become landless or small or marginal farmer include

allotment of land extent of actual land loss subject to a maximum of one hectare of irrigated land or

two hectares of un-irrigated land or cultivable wasteland, if Government land is available in the

resettlement area and one-time financial assistance of Rs 15,000 and Rs 10,000 for land

development in case of allotment of waste land/degraded land and agricultural and respectively. If

the PAFs are not provided with alternative land they will be given rehabilitation grant equivalent to

750 days of minimum agricultural wages.

The benefits extended to the displaced families owning house include free house site to the extent of

actual loss but not more than 250 square meters in rural areas and 150 square meters in urban

areas. Other benefits such as shifting allowance, subsistence allowance and assistance for small

trader and artisan are also extended to the displaced families.

The policy does recognize some significant principles. It requires projects to (a) minimize

displacement and to identify non-displacing or least-displacing alternatives; (b) plan the resettlement

and rehabilitation of APs including special needs of tribals and vulnerable sections; (c) provide a

better standard of living to PAFs; and (d) facilitate harmonious relationships between the requiring

body and PAFs through mutual cooperation.

Minimization of Impact

Based on the impact on the properties and the land required and the consultations certain measures

are proposed to reduce and minimize the impact. Distinct design approach is adopted for open rural

areas. There are very few built up places at the starting point of the newly proposed bypass. So in

these locations the widening and approach to the bypass road may have to be restricted to reduce

the negative impact by constructing retaining/RE wall for identified underpasses etc. However, during

preparation of the detailed project report, due consideration needs to be given to minimizing negative

impacts within the limitations of technical requirements and cost effectiveness.

Preliminary Costs and Budget

The preliminary costs estimated mainly include land cost, structure cost and R&R assistance costs.

The land price is calculated based on prevailing market price in the road side across different villages

falling under the project road. The average price across the roads is considered for the estimates.

The structure cost is estimated based upon the rates of the Roads and buildings Department,

Government of Andhra Pradesh. As the proposed bypass is entirely new there is no impact on other

assets such as open well, bore well etc. Table below presents the details of the unit cost for the

various heads.





Table: Details of Unit cost Estimates

Item Unit Unit cost (Rs)

Land

Land price Acre 1200000

Structure

Pucca Structure (RCC structure pillared) Sq.Ft 512

Semi Pucca Structure (Tiled/asbestos roof) Sq.Ft 275

Kutcha (Thatched) Sq.Ft 130

Compound wall (running length) Meter 400

Other Assets

Agri. Pump-Sets with pipe lines One 120000

On the basis of above, an estimation of preliminary resettlement and rehabilitation budget has been

worked out. The estimated budget for land acquisition and other R&R cost is about Rs 236.707

crores. The details are presented in Table below.

Table: Preliminary Cost Estimates and R&R Budget

Sl No Item Units Quantity Rate (Rs) Amount (Rs )

1 Compensation cost for land

Land cost Acres 1272.747 1200000 1527296400

2 Compensation cost for structures

Pucca Structures

Sq Mts 102543.28 5510 565013473

Semi-Pucca Structures

Sq Mts 28482.08 2960 84306957

Kutcha Structures

Sq Mts 8358.91 1400 11702474

3 Other Assets and Minor structures

Compound walls

Mts. 2550.15 400 1020060

Agri. Pump-sets No. 20 120000 2400000

4 Other R&R assistance costs

8% of the Total Coast (1+2+3) Lumpsum 175339149

Total (1+2+3+4) 2367078513

Note: Land cost per acre was calculated as per the average prevailing market value obtained from local villagers.

* R&R assistance as per the National Rehabilitation and Resettlement, 2007 is Rs 20,000

per Project Affected Family. In the absence of information on number of Title holders loosing

agricultural land, the figure is estimated, assumed to be equivalent to the R&R assistance to

be extended as per NRRP and inclusive of the benefits extended to the eligible displaced

families.






Chapter 2: Contents

2. RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS ................................... 2

2.1 RECENT HISTORY ........................................................................................................................ 2

2.1.1 General .................................................................................................................................. 2

2.2 RELEVANT DOCUMENTS ............................................................................................................... 2






2. RECENT HISTORY OF THE ROAD AND RELEVANT DOCUMENTS

2.1 RECENT HISTORY

2.1.1 General

This section of National Highway No. 5 was widened over the period 1997 to 2004 from 2 to 4 lanes

[it had previously been 2 lanes in width for many years]. The majority of the widening was done on

line, but some new bypasses were created. Brief details are given below.

The existing road before taking up 4-laning works consist of 2-lane carriageway of width varying from

6.5 to 7m except for some isolated built-up section where the carriageway width varies from 10 to

14m. The existing pavement is of flexible type with thin bituminous surfacing at the top developed

since ages. The average pavement thickness is of the order 600mm. The project road over different

sections was strengthened and widened 20 years back. In recent past 1 complete new alignments

(Eluru bypass) were developed to 4-lane configuration.

The project road follows different chainage systems as it has developed under different contracts

over different periods. For easy reference the chainage equations over the entire project road section

is given in table 2.1.1.

Table 2.1.1: Chainage Equations

From To Length (km) Section

Km 0+000


Km 422+800,New Ch

1112+044)

Km 47+880

(Existing NH-5

Chainage Km

1076+480)

47.88 Proposed Vijayawada Bypass

Km 1076+480 Km 1060+800 15.68 Gannavaram-Hanuman

Junction (Existing NH-5)

Km 0+000


Km 1060+800)

Km 6+720

(Existing NH-5

Chainage Km

1055+650)

6.72 Proposed Hanuman Junction

Bypass

Km 1055+650 Km 1022+480 33.17 Hanuman Junction-

Gundugolanu (Existing NH-5)

Total length (km) 103.59

2.2 RELEVANT DOCUMENTS

As part of the study the Consultant has gathered from NHAI:

As built drawings [in electronic form]

Relevant documents [hardcopy]






Very important documents were then copied; less important documents were just listed and returned

to NHAI [where they are still available at NHAI if needed in the future concession company design

work].






20. ESTIMATE OF QUANTITIES, CAPITAL COST AND OTHER COST ............ 2

20.1 GENERAL .................................................................................................................................................. 2

20.2 APPLICABLE CROSS SECTIONS .................................................................. Error! Bookmark not defined.

20.3 QUANTIFICATION ..................................................................................................................................... 2

20.4 UNIT RATES AND RATE ANALYSIS .......................................................................................................... 2

20.5 PROJECT COSTING ................................................................................................................................... 3

20.5.1 Road ................................................................................................................................................. 3

20.5.2 Bridges and Culverts ........................................................................................................................ 3

20.5.3 Maintenance during Construction Period ........................................................................................ 3

20.5.4 Land and Structure acquisition ........................................................................................................ 3

20.5.5 Miscellaneous Items ........................................................................................................................ 3

20.6 CONSTRUCTION COST ...................................................................................................................... 4





20. ESTIMATE OF QUANTITIES, CAPITAL COST AND OTHER COST

20.1 GENERAL

This section describes, at this feasibility stage, the method of costing and gives the cost estimates.

Cost estimation is an important component of the feasibility study as it provides vital input to financial

evaluation. The cost estimates have been prepared for widening the existing 4 lane divided

carriageway with 1.5m paved shoulder and 1m earthen shoulder into 6 lane divided carriageway with

1.5m paved shoulder and 2m earthen shoulder.

This includes overlay of 40mm by bituminous concrete on the existing pavement, widening of cross

drainage structures, providing service roads, longitudinal drains, road furniture, bus bays, Toll plaza,

Interchanges/Intersections etc.

20.2 QUANTIFICATION

The quantification of most of the items which are uniformly occurring are calculated on per Km basis,

derived from typical cross sections. The quantification of structures is based only on Square meters

of widening, re/new construction for each structure and lump sum provision for rehabilitation on

square meter basis.

The construction items covered in cost estimates are: site clearance, earthwork in case of widening

and raised pavement, Pavement in carriageways and shoulders, bridges and culverts, and

miscellaneous items such as side drains, road furniture, interchanges / intersections, bus bays, Toll

Plazas, HTMS and utility relocations etc.

20.3 UNIT RATES AND RATE ANALYSIS

The rate analysis for the Construction Items has been done based on standard data book published

by MORT & H and the basic rates are taken from Common Standard Schedule of Rates 2010-11,

Govt of Andhra Pradesh. The machinery rentals of 2001-2002 are considered from Standard Data

Book and Increased @5% per year to bring it to the current date.

The unit rates adopted in Preliminary Cost estimate are presented in Table 20.1

Table 20.1: Adopted Unit Rates

S. No Items Description Unit

Rate:

Rs.

1 Clearing & Grubbing Ha. 42722

2 Embankment fill using borrow materials Cum 208

3

Embankment fill from the roadway

excavated material Cum 99

4 Selected subgrade fill (borrow) Cum. 244

5 Granular Subbase Cum. 1334

6 Wet mix macadam Cum. 1782

7 Prime Coat Sqm. 22

8 Tack Coat Sqm. 8





S. No Items Description Unit Rate:

Rs.

9 Dense Bituminous Macadam Cum. 6583

10 Bituminous Concrete Cum. 7313

11 Kerb Rm 219

12 Slab/Box Culvert Sqm 30000

13 Bridges Sqm 30000

14 Underpass Sqm 30000

15 Long viaduct Sqm 30000

16 Major Bridge Sqm 60000

17 ROB Sqm 40000

20.4 PROJECT COSTING

20.4.1 Road

The cost of the road portion has been worked out on a per km basis separately for widening and

overlaying of the existing road in rural and urban sections. This cost is based on typical cross

sections given in Drawings [and accompanying annex].

20.4.2 Bridges and Culverts

The cost of new/Widening of structures has been calculated on the basis of running metre cost for

pipe culverts and square metre cost for Slab culvert, Box Culvert and Bridges of different spans. For

widening of structures, dismantling and other preparatory works, lump sum cost is added to the

above-mentioned rates.

20.4.3 Maintenance during Construction Period

Provision has also been made for maintenance of existing road items such as pot hole and Renewal

Coat for road maintenance are considered under this bill. It is also assumed that out of the whole

existing road approximately 3% length of the road has potholes depending on the road condition and

25 % length of the road for renewal coat.

20.4.4 Land and Structure acquisition

Provisional land acquisition requirement is assessed based on the typical cross section types to be

adopted with additional area for the locations of junctions and interchanges.

20.4.5 Miscellaneous Items

The cost for providing major and minor junctions, overhead signs, bus bays, bus shelter, Toll plaza,

HTMS, Median Drain, RE Wall, Crash Barrier, Stone Pitching etc. have been worked out and

included in the total cost estimate.

Contingencies are not added in the total construction cost. Engineering design and supervision cost

is taken as 4% of the construction cost.

Escalation has been calculated on the assumption that the project duration is 30 months. Escalation

taken for the 1st year is 5%, second year 10% and third year 15%. The progress considered during

the first year is 20%, second year 40% and third year 40%.





20.5 CONSTRUCTION COST

The overall construction cost of the Project works out to Rs. 1427 Crores.

Abstract of the cost for Vijayawada - Gundugolanu Sections including Vijayawada and Hanuman

Junction Bypass and Major Bridge on Krishna River) are tabulated below.

Abstract of Cost for Vijayawada – Gundugolanu Section (including Bypasses)

SUMMARY OF BILL OF QUANTITIES

Bill No.

Description

VIJAYAWADA GUNDUGOLANU

Amount (Rs .in figures )

1 Site Clearance 23,924,318

2 Earthworks 1,352,686,776

3 Sub-Base Course & Base Course 1,496,031,697

4 Bituminous Works 2,309,555,551

5 Cross Drainage works - Culverts 334,047,290

6 Major Bridges, Underpasses & Minor Bridges,ROB Flyover etc 6,341,437,708

6 A Repair and Repair and Rehabilitation of Existing Bridges 52,027,973

7 Drainage and Protection Works 1,285,887,222

8 Junctions 252,107,618

9 Traffic Signs, Markings & Other Road Appurtenances 104,885,248

10 Maintenance, Repair & Rehabiltation during construction 82,937,686

Micsellaneous works

11 Truck Lay-byes & Bus bays 14,305,700

12 Lightings Urban Areas, Major intersections, flyover and toll Plaza 163,199,999

13 Toll Plaza 84,228,666

14 Avenue Plantation 52,515,364

15 Administrative Block and Maintenance Base Camp 48,990,000

16 Rest areas 10,000,000





17 Photographs 815,910

TOTAL AMOUNT OF BILLS

14,009,584,725

Total Cost(Rs. In Crores) 1,401

Rate (Rs. in Crores per km) 13.52

Project Length(km) 103.590

The Additional cost for pre-construction activities to be incurred by NHAI is as under (in Crores)

LA & RR Cost = `236.707

Utility Shifting Cost = `87.94

Environmental Mitigation = `2.357

Total = `327.004 Crore






CHAPTER 21: CONTENTS .................................................................................................................. 1

21. MAINTENANCE ....................................................................................................................... 2

21.1 INTRODUCTION…………………………………………………………………………………………. 2

21.2 MAINTENANCE………………………………………………………………………………………… 2

21.2.1 Purpose and Scope ................................................................................................................ 2

21.3 ADDITIONAL REQUIREMENTS THAT PERTAIN TO A TOLL ROAD……………………………………… 9





21. MAINTENANCE

21.1 INTRODUCTION

This Chapter outlines the normal Maintenance Requirements of a Highway [in Section 21.2] and

what should go into the Highway Maintenance Plan [that will have to be drawn up by the

Concessionaire], then mentions the additional requirements that pertain to a toll road [in Section

21.3].

Obviously the maintenance will be carried out by the Concessionaire, under the requirements of the

Concession Agreement.

Our current observations are that:

Some maintenance is currently taken up by NHAI

Road markings/blinkers are being placed

Median fence is being placed

Signage is not sufficient

In isolation, the approaches of major bridges constructed by BOT operator, are still a 2-lane road of history

Impact damage on some kerbs, un-official median cuts

Virtually no lighting placed, except some high mast at toll plaza locations

Maintenance [if done fully and properly] generally [when averaged out] often represents about 2.5%

[annually, including labour, and all necessary works] of the value of the roads and bridges. Usually

the costs follow a rough cycle, annually lower when no major pavement or reconstruction works are

done on the highway (say years 1 to 4, 6 to 9 etc. when major overlays are done every 5 years or

so), then with major increases every time a pavement overlay is carried out (say every 5 years or

so). However this is not the only cost cycle, as over time one also has to consider maintenance [and

eventual replacement] of electrical [including lighting], toll collection, and communication equipment,

and then there are other cost cycles, some completely unpredictable like weather damage,

emergencies and the like, and some more predictable like replacement of road markings. Additionally

with a road of this length [183.7km] the cycle is not necessarily the same on every km section, so

figures tend to get more averaged [and also depend to some extent on the implementation schedule

of the 6 laning], rather than being relatively low 4 years out of 5 then with sharp peaks every 5 years

or so.

21.2 MAINTENANCE

21.2.1 Purpose and Scope

Highway maintenance should be managed by the Concessionaire as an integrated asset

management regime, with the objectives of delivering safety, serviceability and sustainability. These

three objectives, set within the context of a sound financial management, define the framework both

the service, including arrangements for inspection, standard setting and performance.





Purpose of Highway Maintenance

The main purpose of highway maintenance is to maintain the highway network [in this case

particularly a significant section of NH5] for the safe and convenient movement of people and goods.

The objectives of highway maintenance can be defined as:

a) Safety

i) Complying with statutory obligations

ii) Meeting users’ needs

b) Serviceability

i) Ensuring availability

ii) Achieving integrity

iii) Maintaining reliability

iv) Enhancing quality

c) Sustainability

i) Minimising cost over time

ii) Maximising value to the community

iii) Maximising environmental contribution

Each of these objectives is equally relevant to the management function, which brings together

highway maintenance, improvement and management.

Scope of Highway Maintenance

Highway maintenance is a wide-ranging function and this section assumes the following types of

activity:

a) Reactive – Responding to inspections, complaints or emergencies

b) Routine – Regular consistent schedule for patching, cleaning, landscape maintenance and other

activities

c) Programmed – Planned schemes, primarily of resurfacing, reconditioning or reconstruction

d) Regulatory – Inspecting and regulating the activities of others

e) Weather and other emergencies

Within each of these types of maintenance there are various maintenance activities applying to

highway elements usually grouped as follows:

Reactive

- All elements – sign and make safe

- All elements – provide initial temporary repair





- All elements – provide permanent repair

Routine

- Carriageways, footways – minor works and patching

- Drainage Systems – cleansing and repair

- Embankments and cuttings – stability

- Landscaped areas and trees – management

- Fences and barriers – repair

- Traffic signs – cleansing and repair

- Road markings and studs – replacement

- Lighting Installations – cleansing and repair

- Bridges and Structures – cleansing and minor works

Programmed

- Carriageways – minor works, resurfacing or reconstruction

- Footways – minor works, resurfacing or reconstruction

Regulatory

- Highway register

- Management of utilities

- Licenses for highway occupation

- Other regulatory functions – encroachment, illegal signs etc

Weather and other Emergencies

- Flooding

- High winds

- High temperatures

- Other emergencies

The Concessionaire will need to set up [and thereafter implement to an acceptable standard] a

Maintenance Plan that carries out the above mentioned activities. Some selected recommendations

as to what goes into this plan follow.

Comprehensive and Accurate Records

Comprehensive and accurate records should be kept of all highway maintenance activities

undertaken, particularly safety and other inspections, identifying the time and nature of any response,

including nil returns, and subsequent required follow up action.

Co–ordination of Records

Arrangements should be established to ensure the effective co–ordination of all highway

maintenance records with other relevant record systems, including road accident information,

together with a programme for regular review. The use of a relational database and GIS is desirable.





Safety of Lighting, Illuminated Signs and Signals

The failure of street lighting and illuminated signs and signals could have implications for the safety

of users. It will therefore be necessary to establish priorities for responding to reported lamp failures,

together with a regime of regular monitoring based on principles of risk assessment. Additionally

[quite obviously] the Concessionaire will have to pay for the power requirements of the lighting.

Roughness of Road

Parts of the existing road need a roughness correction. This will need to be done by a thin asphalt

overlay. Thereafter there will be requirements in the Concession Agreement to retain low roughness

levels, and to do this it is likely that every 5 to 6 years or so an asphalt overlay [4 to 5cm thick] will be

needed on most parts of the main road [and at say every 8 to 10 years on the service roads]. The

overlay will also serve a separate purpose of pavement strengthening.

Service Inspections - General Requirements

Service inspections should be strongly focussed on ensuring that NH5 [and associated service

roads] meets the needs of users and comprise more detailed specific inspections of particular

highway elements to ensure that they meet requirements for serviceability. The category includes

inspections for regulatory purposes which are also primarily intended to maintain highway availability

and reliability. It also includes less frequent inspections for highway integrity. The extent of the

service inspection regime adopted by the Concessionaire is discretionary and the advice given in the

following paragraphs may be subject to local variation in the light of individual circumstances.

Service inspections are primarily designed to identify deficiencies compromising the reliability,

quality, comfort and ease of use of the highway, from the users’ point of view. Although not intended

for identifying defects that could potentially compromise user safety, any such defects observed

during service inspections should be recorded and dealt with in the same way as for a safety

inspection.

Service Inspection of Highway Drainage Systems

Service inspection requirements fall into five main categories:

Special arrangements for frequent inspection of areas that may be particularly susceptible to

risk of flooding either from topological factors outside the highway or from frequent silting of

systems. Frequency of these inspections will depend on local circumstances but could form

part of safety inspections. They should be carried out during or immediately following periods

of heavy rain as opportunity allows;

Gullies in other areas should be cleansed annually and arrangements made for non–

functioning gullies to be recorded for more frequent or detailed attention. Grips and ditches,

which may be obstructed by the growth of vegetation or damaged by traffic should be

cleared of vegetation and dug out when required. In most cases the responsibility for

maintenance of ditches will rest with the adjoining landowner;





Culverts under roads, where there is a need to inspect for structural damage and blockages.

Culverts and manholes should be inspected every year, more frequently in wooded areas,

and cleaned when required ;

Piped drainage, which includes a wide variety of conduits and filter drains, which may be

susceptible to siltation or blockage. Piped drainage soakaways and associated systems

should be inspected and cleared when required, but at not more than 5 year intervals. Where

the serviceability of such piped drainage is critical to flood prevention or there is evidence

that more regular attention is necessary then the frequency may need to be significantly

increased;

Surface boxes and ironwork for both drainage and non–drainage applications, which should

be inspected during safety and service inspections for carriageways, footways and service

roads.

Service Inspection of Embankments and Cuttings

Significant embankments and cuttings should be defined and an inspection regime identified based

upon the geological characteristics and the potential risk of slippages or rockslides. Service

inspection arrangements should be usually is programmed wherever possible to follow periods of

heavy rain.

Service Inspection of Landscaped Areas and Trees

All trees within and adjoining the highway should be examined annually for potentially dangerous

conditions [and then if need be cut back]. Surface damage to carriageways, footways and service

roads, associated with root growth should be recorded as part of Safety or Service Inspections for

those elements.

Service Inspection of Fences and Barriers

Safety fences and pedestrian rails should be inspected at intervals of five years in respect of

mounting height, surface protective treatment and structural condition. Bolts of safety fences should

be checked every two years [note there are indications on some sections that theft of guardrail and

bolts may be a problem]. Pedestrian rails, boundary fences and barriers for which the

Concessionaire is responsible, should be inspected in respect of integrity and, where appropriate,

stockproof qualities, during the course of service inspections of carriageways, footways and service

roads. A higher frequency may be necessary in some locations (e.g. in areas with known higher

incidence of vandalism). Inspections of structural condition and protective treatment should be

carried out at intervals of two years.

Service Inspection of Traffic Signs

Vegetation potentially obscuring traffic signs should be recorded during safety inspections and

service inspections of carriageways, footways and service roads and treated accordingly. Additional

inspections may be needed during periods of maximum growth.





Special signing schemes may deteriorate more quickly than conventional signing. They are also

likely to have been installed to improve network safety and inspection arrangements should reflect

this. Block work chevrons are likely to need inspecting and cleaning annually.

The condition of non–illuminated traffic signs should be inspected at least every two years in daylight,

and repeated at night for degradation of colour, retro–reflectivity, deteriorating fittings, legibility

distance, and average surface luminance, after cleaning. More frequent inspections may be

necessary for strategic routes and main distributors, where more consistent high standards are

desirable. Cleaning may be necessary annually or more frequently where subject to heavy soiling.

Optical inspections and cleaning of illuminated signs should be carried out at regular intervals of no

greater than one year. A visual inspection of the sign supports should be carried out at the same

time. Night–time inspections should be undertaken in conjunction with those for street lighting faults.

It is recommended that a group lamp replacement strategy be adopted for illuminated traffic signs.

The lamp period replacement period will depend upon the type of lamp and its annual burning hours.

Inspections should initially be visual. . Any suspect areas identified by the visual inspection should be

noted and further testing instigated. The coefficient of retro–reflection of sign face sheeting is a

specialist site test that may require the services of a specialist organisation. The acceptable level of

retro–reflection is 80% of the “as new” value where higher performance materials are used.

Inspection of signs at minor roads should be included in the inspections of signs on the major road to

which they control entry.

Service Inspection of Road Markings and Studs

Inspections in respect of wear, spread, colour, skid resistance and retro–reflectivity should be

undertaken at intervals of one year for paint markings and two years for thermoplastic markings.

Inspections for reflective conspicuity should be carried out at intervals of one year during the hours of

darkness. Inspections should initially be visual. Any suspect areas identified by the visual survey

should be considered for more detailed technical investigation depending on circumstances.

Service Inspection of Traffic Signals

Service inspections of road traffic signals may not be necessary in relation to the functioning of the

internal equipment as this may be provided through remote monitoring of the installation. The remote

monitoring system may also identify the need for lamp replacement but bulk changing is likely to be

preferred. Signal lenses should be cleaned at minimum annually.

Service inspections of the physical condition of controller and auxiliary equipment cabinets and of

other site hardware should be carried out at intervals of one year, and inspections in respect of

electrical safety should be carried out at intervals of five years. Inspections should be visual, by

remote monitor, or by approved test equipment.

Electrical safety Inspections should be undertaken at a frequency no greater than every six years.





Service Inspections of Street Lighting

Service inspections of street lighting are necessary, in accordance with standard practice.

Service Inspections of Bridges and Structures

Structural inspections of bridges and structures are necessary in accordance with established

practice. At minimum every year all bridges should be visually inspected [and this includes accessing

all bearings and underside of decks] by a professional bridge engineer working for the

Concessionaire [who shall produce a report of his findings for both the Concessionaire and NHAI],

and necessary resulting minor works [repair, cleaning] shall be scheduled and carried out within one

month of the inspection [i.e. cleaning of vegetation, dirt and the like]. Any more important defects

[bearing failures, other problems] or significant repairs needed should be acted on by the

Concessionaire [following agreement with NHAI] and repaired / resolved as soon as possible

[i.e.latest within the same year] after the inspections.

General Requirements of Pavement Structural Condition Surveys

The most significant financial investments in highway maintenance will be in repairing, reconditioning

and reconstructing highway pavements, in particular those of carriageways. In order to ensure value

for money from this investment, the Concessionaire will need to have available, information on the

nature and severity of deterioration in order to determine the most appropriate maintenance

treatment. There are a number of types of survey, each providing information from a differing

perspective, and which in combination can provide a comprehensive picture of the condition of the

asset.

The method and level of detail adopted will depend upon the circumstances of the case, and usually

a structured visual inspection will be undertaken initially, to be supplemented by other methods as

necessary. Survey methods include:

Visual surveys ( Coarse and Detailed)

Deflection and residual life

Skidding resistance, roughness

Comprehensive machine surveys

Relevance of Condition Standards and Investigatory Levels

NHAI should define standards [in the Concession Agreement] for the condition of each element of

the highway, which they consider necessary to meet the requirements for safety, serviceability and

sustainability. Where these standards are not met they should set targets for attaining them and

sustaining them in the long term.

NHAI should also set standards and targets for achievement in respect of response times to

inspections and user concerns. They should also work towards setting standards and targets relating

to quality of management and service delivery and possible contributions from changes in materials

and treatments.





NHAI should ensure that all standards are formally adopted [by the Concessionaire] and published

as part of a Highway Maintenance Plan. They will also need to be consistently applied and reviewed

at intervals in the light of changing circumstances.

21.3 ADDITIONAL REQUIREMENTS THAT PERTAIN TO A TOLL ROAD

Once upgraded NH5 will comprise:

The main carriageway [generally 6 lanes]

Service Roads

A number of toll plazas and associated equipment

A highway traffic management system

Various user facilities; and

Roadside furniture

Special maintenance plans will be necessary [from the Concessionaire] for the “toll plazas and

associated equipment” and “the Highway Traffic Management System”.

Some general comments on this are given below.

Toll Plazas and Associated Equipment

The buildings and toll booths will be in constant [generally 24 hr a day] use. Furniture and equipment

will need to be constantly cleaned and maintained. Additionally it is likely that intermittently the whole

electrical/communication/collection equipment associated with toll collection systems will need to be

upgraded or replaced [as it becomes obsolescent] – as a rough rule of thumb this might be at 10 year

intervals.

Highway Traffic Management System

The Highway Traffic Management System will need to be staffed and maintained, and sufficient fuel

provided for associated vehicles to operate. Maintenance of the electrical /communication /

observation / counting equipment is to some extent a specialist activity, and possibly the

maintenance of major portions might be done by the original supplier, or by a specialist company in

this field.

All vehicles purchased for the Highway traffic management system will need to be maintained, and

replaced once they get too old for practical use. Obviously the life expectancy of vehicles varies by

type and usage, but several vehicle fleets will likely need to be purchased [and later sold off when to

old] at various times during the Concession Agreement.

The whole electrical/communication equipment associated with the Highway Traffic Management

System will need to be upgraded or replaced [as it becomes obsolescent] – as a rough rule of thumb

this might be at 10 year intervals.





Chapter 3: Contents

3. EXISTING SITUATION ON NATIONAL HIGHWAY 5 .................................... 2

3.1 GENERAL OVERVIEW ............................................................................................................................. 2

3.2 BYPASSES ................................................................................................................................................ 2

3.3 TYPICAL CROSS SECTIONS ..................................................................................................................... 2

3.4 TRAFFIC .................................................................................................................................................. 3

3.5 PAVEMENT .............................................................................................................................................. 3

3.6 STRUCTURES [BRIDGES] ......................................................................................................................... 4

3.6.1 Bridges .................................................................................................................................................... 4

3.6.2 Drains...................................................................................................................................................... 4

3.6.3 Details of Canal locations ...................................................................................................................... 4

3.7 TOLL COLLECTION AND TOLL PLAZAS ................................................................................................. 4

3.8 GEOMETRY, JUNCTIONS AND INTERCHANGES ...................................................................................... 5

3.9 ACCESS CONTROL, MEDIAN GAPS, SERVICE ROADS .............................................................................. 5

3.10 ROADSIDE FEATURES [REST AND SERVICE AREAS, PETROL STATIONS, OTHERS] ................................. 5

3.11 SAFETY .................................................................................................................................................... 5

3.12 OTHER ROAD FEATURES [LIGHTING, SIGNALS, SIGNS, ROAD MARKINGS ETC.] .................................... 7

3.13 HIGHWAY TRAFFIC MANAGEMENT SYSTEM ......................................................................................... 7





3. EXISTING SITUATION ON NATIONAL HIGHWAY 5

3.1 GENERAL OVERVIEW

In this Chapter we describe the existing road, and its specific features. Some further details are also

given in Chapter 4. The location map of project highway is shown in Figure 3.1.

Figure 3.1: Project Location (A GOOGLE Earth Image)

3.2 BYPASSES

Major settlements/ towns along the project road are: Vijayawada, Gannavaram (houses airport for

Vijayawada), Hanuman Junction, Eluru. A number of bypasses exist along the corridor, the list of

towns for which bypasses are constructed are as below:

Existing Bypasses along the project highway

Sl. No Name of Bypass Location Length Remark

1 Eluru Bypass North of town 17 km New Alignment

Total length of bypasses (km) 17 km

3.3 TYPICAL CROSS SECTIONS

The design standards adopted for existing 4 lanes is summarised below:





Design Standards


1 Design Speed 100/80 Kmph

2 Lane width 3.5 m

3 Median Width (Generally) 4.5m


5 Shoulder Paved 1.5m

Earthen 1.0m

6 Service road 5.5/7.0m

The ten typical cross sections have been developed to upgrade the 2 lane project highway into

existing 4 lane divided carriageway.

3.4 TRAFFIC

In general traffic levels are higher to the south than the north [see figure “traffic characteristics” on

next page]. On the last 120km [north end] traffic levels are significantly lower than on the southern

78km section since a considerable amount of traffic diverts off the road at the junction as the

alternative route to Rajahmundry is shorter [see plan “Competing Corridors” two pages on]. The road

is not that busy, traffic levels as such that in capacity terms and for some sections [for a reasonable

level of service] 6 Laning is not really necessary for many years.

3.5 PAVEMENT

The existing pavement details are presented in Chapter 11 of this report separately.

The recent 4-lane construction of the project highway consists of mainly following type of pavement

composition:

a) Overlay on the existing 2 lane road

b) Widening for shoulder/part of carriageway and

c) Realignment or New Carriageway

c) Re construction of the existing 2 Lane road

From the pavement structure details as-built and DPR Study reports, it is evident that the pavement

structure along the entire Project Highway is varying; the resulting pavement structure over the main

carriageway is as follows;

Pavement thickness

No. Road Name

Over

Existing Widening of old 2-lane New Carriageway for 4-lane

BC DBM BC DBM WMM GSB SG BC DBM WMM GSB SG

1 Vijayawada-

Eluru 40

130/

150 40

130/

150 300 300 500+ 40

130/

150 300 300 500





No. Road Name

Over

Existing Widening of old 2-lane New Carriageway for 4-lane

BC DBM BC DBM WMM GSB SG BC DBM WMM GSB SG

2 Eluru Bypass - 40 130/

150 300 300 500

3 Eluru-

Gundlagolanu 40 160 40 160 300 300 500 40 160 300 300 500

Note: All figures in mm

Details of Existing Paved Shoulders

From To Width (m) Pavement type

1076+480 1061+080 1.5 Same as main CW

1056+080 1022+480 1.5 Same as main CW

3.6 STRUCTURES [BRIDGES]

3.6.1 Bridges

Refer to Chapter 13. It is very important to note that virtually no structure [on this 49.000 Km section]

was built to allow for future widening to 6 lanes.

Hence every structure requires widening [of if “unwidenable” then “replacement” for full 6 laning to

occur.

3.6.2 Drains

About 13km of lined drain exists along the Project Highway mainly at built-up areas where the

service roads are provided. The schedules of the lined drains are given in below.

3.6.3 Details of Canal locations

LHS RHS

From km To km Offset

from CL Remark From km To km

Offset from CL

Remark

1034+080 1022+880 15-20 m Irrigation Channel

1033+380 1022+480 13-30 m Major Canal

± Total length 11.2 km ± Total length 10.9 km

3.7 TOLL COLLECTION AND TOLL PLAZAS

There are two toll plazas located along the corridor [albeit these are “short term” affairs – the

permanent plazas are not yet constructed]. The toll plaza locations and the associated road sections

are presented in the table below:





Sl. No Section Location Chainage, km

1 Vijayawada – Hanuman Jn. After Gannavaram 1072+230

2 Hanuman Jn. – Eluru Before Eluru bypass 1050+720

3.8 GEOMETRY, JUNCTIONS AND INTERCHANGES

Most of the Project Highway is at grade 4 lane with some grade separated structures exist on the

new bypasses. Three bypasses exist [two built on new alignments and one is on the alignment of a

previous 2-lane road, which was widened to 4 lanes in the 1997 to 2004]. Some service roads exist

in major towns. In a few places [on Eluru bypass] there are grade separated interchanges. The

typical as built drawings are presented in the following pages.

3.9 ACCESS CONTROL, MEDIAN GAPS, SERVICE ROADS

There are about 35 median gaps on the project road. The locations of the existing Median gaps /

cross road junctions and T junctions [crossing the median] exist.

There are many side accesses to the highway. There are no “access control” measures in place, and

as such many buildings/factories etc are built [and still being built] with direct access to NH5.

Additionally every town and village passed, except where frontage roads have been built; have many

local roads feeding into the mainline except where service roads are currently provided.

3.10 ROADSIDE FEATURES [REST AND SERVICE AREAS, PETROL STATIONS, OTHERS]

There are about several petrol stations along the road and several rest and service areas [under

construction– in fact near finished but not yet all opened]. The rest areas include a 2 full fledge

amenity centres that are [end February 2007] now partly open.

3.11 SAFETY





Bullock carts, motorcycle, bicycles, and a government car all going down the fast lane [in the

wrong direction!]

The road is much less safe currently than it should be for the following reasons:

There is no access control [except where some frontage roads are provided, generally in

towns] – the road has far too many access points [so you can and do drive straight into a

high speed road.

The road mixes short distance [very local – including animals herded on the road in more

rural areas] and long distance traffic so there are many movements [entering the road, U





turning in the medians, driving the wrong way down the road1, grazing in the median] which

are incompatible with the high speed long distance facility this road is supposed to provide.

The main junctions [mostly at grade] have poor advance signing, and should [in some cases]

be grade separated.

Little thought has been given in villages and towns crossed as to how the local population

cross the main National Highway [other than by praying first then running very quickly]. With

this standard of road crossing points should all be grade separated [up or down from the

highway] and with sufficient barriers [or fences] to force people to use the longer grade

separated access rather than the faster “run across the road” approach.

Guardrail [and barriers at approach to some bridges] is lacking in places, and hanging lose in

others. With the guardrail this might be in places because it appears the bolts get frequently

stolen.

3.12 OTHER ROAD FEATURES [LIGHTING, SIGNALS, SIGNS, ROAD MARKINGS ETC.]

Street lighting exists on the following sections [generally town section, or toll plazas. Virtually no

junctions, other than in some urban areas, have lighting provided]:

From Vizir chainage To Vizir chainage From Km post To Km post

110.73 [toll plaza] 110.87 [toll plaza] 1072+280 1072+180

132.19 [toll p[aza] 132.29 [toll plaza] 1050+780 1050+680

[Note: Location to nearest 100m

3.13 HIGHWAY TRAFFIC MANAGEMENT SYSTEM

There is no existing Highway traffic Management System on this section of NH5.

1 For instance having bullock carts walk down the fast lane [for a few km] at night in the wrong direction into

incoming traffic happens frequently, as does pedestrians crossing the road at night in dark areas – drivers have

to be alert on this road [if not they will hit something].





Chapter 4: Contents


4. INCEPTION REPORT, AND DRAFT FEASIBILITY STUDY REPORT ................................... 2

4.1 INCEPTION REPORT ..................................................................................................................... 2

4.1.1 Project Appreciation, Review of Project Objectives and Scope as a result of Initial assessment .................................................................................................... 2

4.2 DRAFT FEASIBILITY STUDY REPORT ............................................................................................. 7





4. INCEPTION REPORT, AND DRAFT FEASIBILITY STUDY REPORT

4.1 INCEPTION REPORT

The Inception Report was the first significant report to be submitted under this Study, and was

submitted in early December 2006 (Vijayawada-Gundugolanu), July 2010 (Vijayawada Bypass),

August 2010 (Hanuman Junction Bypass). Selected relevant extracts from the Executive Summary of

this Inception Report are given below.

4.1.1 Project Appreciation, Review of Project Objectives and Scope as a result of Initial assessment

This sub-section looks at the basic project objectives in light of the Consultant’s initial field

assessment.

The objectives of the consultancy services are to prepare a proposal to retrofit a six-lane cross-

section on to the existing 4-lane highway and new bypasses in a manner which ensures:

(i) Enhanced safety of the traffic, the road users and the people living close to the highway.

(ii) Enhanced operational efficiency of the highway.

(iii) Fulfilment of the access needs of the local population.

(iv) Minimal adverse impact on the road users and the local population due to construction.

(v) Feasible and constructible options for the project with least cost options.

NHAI are also currently preparing a “Manual for 6 – Laning of Existing 4 – Lane Highways”. We

believe the manual is likely to say something like:

A major requirement for the upgrading from four to six lanes is that the improved road should

be contained within the existing Right of Way (RoW) unless there is an exceptional reason

why this cannot be done. This requirement imposes constraints on the design and this

Manual demonstrates suitable measures to provide acceptable solutions while minimising

any additional land take requirements.

It will not be possible to fulfil the above requirement [keeping within the ROW] in some / many

locations. Initial Impressions from various site visits carried out in November 2006 are:

The road is 4 lanes wide everywhere, with sometimes some service roads adjacent where it

goes through urban [and village] areas

Parts of the road were definitely not designed for a 100 kph design speed [some horizontal

curves are 80 kph, even less in geometry terms]. A good car average driving speed in the

rural areas is about 80 kph [slowing at all bridges where the road is bumpy]

Cattle [and other livestock] are intermittently walked down the road [in either direction]

Most if not all of the road was recently built / widened of the previous 2 lane road [mostly by

one side widening [by adding 2 more lanes], with the old 2 lane carriageway now buried

under one side of the 4 lane road, but some new alignment bypasses were also built as well]





ROW through towns is restricted

Toll plazas will need to be rebuilt under DBFO

Generally the pavement of the 4 laning is reasonable, some significant sections appear to be

bleeding and in places rutting [the mix was likely to high in bitumen content]. Visually this

seems to be more of a problem in overlay sections where the old road is just underneath the

current pavement. Meeting the likely concession requirements for “roughness” will be a

significant [and expensive] challenge [especially if one includes all the bumps at bridges into

this requirement].

There are service relocations needed, some will be significant

Electrical sub station will need to be relocated in 6 laning

Some facilities, such as rest and service areas exist





Rest and service area – 2 of these exist along the project section. There are also a lot of petrol

stations with direct access to NH5

In very many places the current corridor right of way is insufficient for 6 laning [including

service roads]. This is especially so in the 3 more major urban areas crossed by the

project [where the current right of way appears to be just 23 m at minimum in places], but

also occurs in many villages passed through, and elsewhere.

Probably not quite enough ROW to fit in full 6 lane

[with shoulders] and frontage roads Here, at least on one side, there may just be

room for full 6 laning with frontage roads

There are possibly up to 22 locations where grade separated interchanges should be added if the current criteria for grade separation is followed. Many if not all of these locations would require land take and building demolition [substantial] for the grade separation to occur.

All existing structures are for the current 4 lane situation. For full 6 laning all structures [culverts, small bridges, long bridges] would need to be widened. Technically it is likely not to difficult to widen the culverts, and probably some of the smaller bridges. However widening of some of the smaller bridges, plus most if not all of the longer bridges [and this includes 3 substantial river crossings] looks difficult [if not impossible]

One of the existing long bridges, 2 lanes each direction [2 separate structures]





Apart for possible land take [and bridge] problems widening to 6 lanes [plus some

intermittent frontage roads, as they will not everywhere be needed in the rural areas] is likely

to be achievable especially in rural areas.

Rural sections

The current 4 lane situation with U turns is dangerous. In daytime [worse at night] local traffic

[bicycle, motorbike, car, lorry and bus, tractor towing hay etc.] drives the wrong way down the

carriageway to save a longer trip via the official route. At day and worse at night pedestrians

crossing the road are significantly at risk. However provision of service roads as necessary

[including if one wants to keep pedestrians of the 6 laning a lot of fencing], plus local access

from one side to the other, either over or under the current road is going to be difficult

[sometimes impossible], and in all events costly, especially as the majority of road [except for

one recent bypass] is on relatively flat ground, sometimes with lengths of canal alongside.

Even with frontage roads driving through these villages, especially at night, is dangerous due to

pedestrians crossing [and vehicles going the wrong way]

Vehicles drive both ways on the existing carriageway, not very safe

Many sections of the road are built adjacent to canals and drainage channels, this creates

difficult access problems where bridges over the canal exist





Canal [many km long] to left of parts of NH5, making widening slightly difficult [and frontage roads

virtually impossible here] Whilst it is possibly to convert this section of road to a 6 lane section, along with new interchanges,

and service roads as needed, it is not an easy task. If everything is done then much land take and

property demolition will be needed [and this directly contradicts part of the basis project

requirements], and costs are likely to be much higher than the global cost of 5.78 crores / km [note:

this is a subjective assessment, we have not done the work needed yet to prove this].

Review of Project Objectives following Initial Assessment

Government basically wish this portion of NH5 to be widened to 6 lanes. However to achieve this

objective via a DBFO concession a number of parameters have to be met:

The project has to be “financially viable (so the works and land take have to be affordable);

The project has to be acceptable [the Consultant thinks major demolition in every town and

village passed through is unlikely to be acceptable];

The project has to meet the desired objectives [including safety, local access needs etc.].

We suspect the cost of doing “everything” desired will be too high for a sensible concession

agreement to be negotiated and let. So the likely choice for Government is to compromise on some

of the desired objectives and standards [i.e. find ways to minimise cost and lessen the land take

problems, which may include even town detour / bypass roads if at all possible]. The Client has to

decide [as the study evolves] what requirements are “sacrosanct” and which may be “varied”, given a

likely desirable ceiling to the overall average cost per km. In the particular case of this project some

requirements that will need to be locally considered as the study evolves are likely to be;

How many interchanges and grade separated U turns and accesses are to be provided

[these are individually large cost items, and some interchange grade separations may be

quite expensive and involve possibly significant land take].

Is full on line “widening” through the major town areas [the available ROW in places drops

well below 30m] really a sensible option [a site visit by NHAI is highly recommended]. Bypass

alternatives may need to be studied, and this may require additional time and resources.

What to do with the major bridges [> 60m in length], leaving them as 4 lanes defeats the

objectives of everywhere widening to 6 lanes [and creates “pinch points” which are likely in

time going to be bottlenecks and also safety hazards]. Maybe more provision of service

roads to keep local and through traffic completely separated and less 4 to 6 general lane

widening may be a way forward.





The above requirements are applicable to areas with adjacent constraints [towns, bridges, potential

interchange locations]. In rural locations the real constraints are predictable [carriageway and

embankment needs widening from 4 to 6 lanes, all structures and culverts need widening, limited

frontage roads will be needed], with one problem to sort out which is how cross access is provided.

4.2 DRAFT FEASIBILITY STUDY REPORT

The Draft Feasibility Study Report was submitted in early February 2007 (Vijayawada-Gundugolanu),

December 2010 (Vijayawada Bypass) and January 2011 (Hanuman Junction Bypass).

This Final Feasibility Report is essentially an update of the Draft report, with one scheme for 4/6

laning presented.




Egis Bceom International, France in Association with EGIS India Consulting Engineers Pvt. Limited

Chapter 5: Contents


5. DATA COLLECTION AND SURVEYS FOR FEASIBILITY PHASE ........................................ 2

5.1 DATA COLLECTION ...................................................................................................................... 2 5.1.1 As-Built Drawings validation .................................................................................................. 3

5.2 TRAFFIC SURVEYS ....................................................................................................................... 7

5.3 GROUND SURVEYS [ROW VERIFICATION] ..................................................................................... 8

5.4 SURVEYS OF UTILITIES AND LAND ACQUISITION ............................................................................ 8

5.5 PAVEMENT CONDITION SURVEY, VIZIROAD AND ROADRUNNER ...................................................... 9

5.6 MATERIALS INVESTIGATIONS ........................................................................................................ 9

5.7 HYDRAULIC & HYDROLOGICAL DATA AVAILABILITY AND ANALYSIS ............................................... 9

5.7.1 Data Collection & analysis ..................................................................................................... 9

5.8 INVENTORY AND CONDITION SURVEY OF BRIDGES AND CULVERTS ................................................ 10

5.9 ENVIRONMENT AND SOCIAL SURVEYS ........................................................................................ 11





5. DATA COLLECTION AND SURVEYS FOR FEASIBILITY PHASE

5.1 DATA COLLECTION

Documents and as-builts were obtained from NHAI, refer Chapter 2 for details.

Where they exist in reasonable quality aerial photography [via Google earth] was copied – a brief

selection follows. It should be noted that the Google earth photographs seem to be in a constant

state of improvement [better definition], the pictures [or more correctly this source of data] may be

useful in future detailed design. Many digital photographs of the road were also taken [and

referenced].

Alignment Sheets

Existing Vijayawada-Gundugolanu NH

Proposed Vijayawada Bypass





Proposed Hanuman Junction Bypass

It should be noted that as at end February 2007 possible about 1/3 of the alignment is shown in

Google earth in the clarity given immediately above, other areas have much poorer definition.

5.1.1 As-Built Drawings validation

Most of the as-built drawings are available in electronic form; however there are a few hard copies

are also available and collected by the consultants.

KEY FINDINGS

The Terms of Reference specifies that “The consultant shall also be fully responsible for the

accuracy of the physical and ground details, such as alignment, grade, right of way details, abutting

land use, and features existing within the right of way (such as service roads, drains, retaining/RE

walls, slope protection, culverts, bridges, junctions, subways/overpasses, grade separators, road

over bridges), pedestrian/cattle crossing facilities, bus/truck lay byes, utilities (like telephone, HT/LT

lines, water supply drainage/gas lines and OFC cables), plantation, road furniture, access to

properties/fuel stations, median openings, etc. The primary source of the existing ground and

physical features will be the as-built drawings of the existing four-lane highway”.

The as-built drawing shows only the lane edges, some alignment details and does not have the

details of physical features, right of way, abutting land use and utility services and other important

features of roadway. The consultants have collected many missing details and presented these

details in the Strip Plans.

The cross sections drawings are complete with respect the setting details. The Cross Drainage works

drawings are also complete with respect to the setting details. However the horizontal and vertical

layout details presented in the as-built drawings are not sufficient for setting out geometry. The

Vertical Bench Mark details are given but the horizontal alignment details in terms of HIP and

coordinates are completely missing. The concessionaire has to carryout detail topographic surveys

including levelling for detailed design and sub-sequent layout in the field.





Topographic Surveys Validation

The objective of the topographic surveys is to validate the as-built geometric parameters, setting out

details, bench marks, verify ROW details and verify physical features. The Terms of Reference

specifies “Topographic surveys: to reconfirm the bearings, levels, lengths/ distances as given in the

as-built drawings, to establish/ reconfirm the bench marks of the original highway section, to verify/

validate the ROW limits and features existing within (e.g. utilities) and adjacent (e.g. abutting land

use) to the ROW, to reconfirm the alignment, longitudinal and cross profile of the highway section”.

Topographic surveys with Total Station instrument were taken on the entire project road section,

through Vijayawada-Gundugolanu. The as-built drawings were reviewed to identify the location

where validation is critical to verify the geometric parameters, setting out details, physical features

and land use. The identification of particular location, the characteristics to be validated are

summarised below.

Characteristics of validation of Topographic Surveys

S. no. Characteristic/Location Description Objective of validation

1 Bench Marks Inventory of Bench Marks available and validate its coordinates and levels

2 Horizontal Alignment: Curve locations Sufficient length of survey to assess the alignment characteristics in terms of bearings/deflection angle and radii and curve parameters

3 Vertical Alignment / Profile: Curve locations

4 Bridges Approach alignment characteristics and Level on Deck

5 New Flyovers Record the physical features and land use along road side and assess impact, sub-sequently optimise Land Acquisition at these locations

6 New Underpasses

7 Urban/village locations

8 Physical features, boundaries and land use

ROW limits, assess impact and Land Acquisition

FIELD SURVEYS

Bench Marks

The Bench Marks for levels were given in the as-built drawings; however there is no details given on

traverse points/horizontal control pillars. The vertical control reference points (TBM) are marked

either on Median Kerb top, Bridge Kerb top, Culvert Head Wall/Parapet or on KM post, indicating with

paint. Many of the TBM marks are not visible on site, hence cannot establish validation. There is no

permanent type of control pillars observed along the entire project road. The complete list of TBM

details are presented in the DPR documents.

Traverse Station (Horizontal Control Points)

There is no evidence of any Horizontal Control Point along the project road section. The consultants

have established temporary horizontal traverse stations for the purpose of validation surveys. Hence

it is recommended to carry out a fresh survey by the concessionaire.





Vijayawada and Hanuman Junction Bypass

The basic objective of the topographic surveys is to capture the essential ground features along the

alignment in order to work out improvements, rehabilitation and upgrading costs. The detailed

topographic surveys are taken up after the completion of reconnaissance surveys.

Before taking up the detailed topographic surveys, alignment validation surveys have been carried

out for the proposed alignment. A detailed reconnaissance survey with Key professionals involved in

the Project is undertaken to validate the preliminary alignment keeping in view the following

parameters:

To avoid habitations / villages / densely populated settlement

To avoid water bodies and other environmental considerations

To follow the required geometrics for an highway

To avoid religious places

To inspect appropriate skew angles to cross railway lines, majors highways, major

rivers

To allow space requirements for proposed interchanges at the intersection with

major highways

The topographic survey is one of the most important and crucial field tasks under the project. The

detailed field surveys are carried out using high precision instruments i.e., Total stations. The data

from the topographic surveys will be available in (x, y, z) format for use in a sophisticated digital

terrain model (DTM).

A pair of GPS control points has been established by using DGPS at every 5km interval. The

Traversing has been carried out in-between 2 GPS points located at an interval of 5Km and error has

been adjusted on all the Control points. The GTS benchmarks have been transferred to Benchmark

Pillars along the alignment by DT leveling.

The detailed topographic surveys are being carried out based on the control points established on

the side of the proposed corridor. Longitudinal and Cross section will be picked up at every 25m

interval for the survey corridor for a width of 50 m on either side of centerline. The topographic details

like cross Roads, Rail, Bridges, Culverts, Trees, Buildings, Religious monuments, Graveyards,

Pipelines, Traffic Signs, Waterways, Electric Poles, Telephone Poles, important structures found at

site will be taken within the survey corridor. All the main Junctions of NH and SH have been

surveyed for in detail for junction improvements/ interchanges.

At locations where developments have resulted in a requirement for adjustments in the alignment,

survey of existing alignment to be improved through minor adjustments by widening the width of

corridor, the Survey will extend a minimum of 200m either side of the center line and will be of

sufficient width to allow improvements, including at-grade intersections, to be designed where

existing roads cross the alignment. For roads proposed to be improved, the longitudinal sections

levels along the proposed centerline would be taken at every 25m interval.

The longitudinal sections and cross-sections are being surveyed for the streams crossing the

alignment to the extent depending on their catchment area. In general for all the Major bridge

locations the survey will be carried out for 500m on upstream and 500m on downstream side by

taking of cross-sections at 0m, 50m, 100m, 200m, and 500m on both sides and for the Minor bridge





locations the survey will be carried out for 300m upstream and 300m downstream side by picking

cross-sections at 0m, 100m, 200m, and 300m on both sides.

The survey data will be utilized to develop DTM useful for final design of bypass, earthworks and

other quantities for detailed cost estimates.

Project centerline has been designed to proper geometry. Revenue maps are being collected along

the project corridor and significant land marks/plot boundaries identified on the ground and co-

ordinates will be picked up on these control points. Digitization of Revenue maps will be done

simultaneously and with the help of co-ordinates picked up on control points, these revenue maps

will be oriented to extrapolate on the project centre line. The corridor of impact on revenue maps will

thus be established and Land acquisition Plans will be developed. Schedules for Land acquisition will

be prepared by collecting the revenue records from local revenue offices to know the title holders of

each plot. The LA schedules will be prepared showing the Plot No, Name of the Title holder and

extent of land affected.

Horizontal Alignment

Sufficient details were collected at horizontal curve location at selected chainages to assess and

validate the geometric characteristics for Vijayawada-Gundugolanu section. The following table

summarise these geometric characteristics.

Validation of Horizontal Alignment

S. No HIP/ Chainage As-Built Details Validation Remark

Vijayawada – Gundanagolu

1 1069+830 Curve No. 68 R= 300, Ls=75m

∆=17° 03’ 57”

R= 300, Ls=75m

∆=17° 01’ 26” Coincide

2 1069+655 Curve No. 69 R= 800, Ls=42m

∆=7° 39’ 30”

R= 800, Ls=42m

∆=7° 39’ 40” Coincide

3 1066+580 Curve No. 81 R= 350, Ls=60m

∆=18° 22’ 29”

R= 350, Ls=60m

∆=18° 22’ 45” Coincide

4 1066+335 Curve No. 82 R= 300, Ls=40m

∆=28° 11’ 52”

R= 300, Ls=40m

∆=28° 10’ 19” Coincide

5 1065+325 Curve No. 87 R= 300, Ls=80m

∆=49° 52’ 49”

R= 300, Ls=80m

∆=49° 52’ 00” Coincide

6 1052+280 Curve No. 118 R= 500, Ls=45m

∆=9° 00’ 57”

R= 500, Ls=45m

∆=9° 01’ 18” Coincide

7 1052+130 Curve No. 119 R= 250, Ls=60m

∆=19° 37’ 56”

R= 250, Ls=60m

∆=19° 36’ 45” Coincide





S. No HIP/ Chainage As-Built Details Validation Remark

8 1051+880 Curve No. 120 R= 360, Ls=60m

∆=19° 14’ 38”

R= 360, Ls=60m

∆=19° 13’ 55” Coincide

9 1034+303 Curve No.17LHC (Eluru

Bypass)

R= 1200

∆=4° 00’ 00”

R= 1200

∆=4° 01’ 18” Coincide

From the above table it is evident that most of as-built details of horizontal alignment in terms of

bearing, distances and other geometric parameters are very close to results of validation survey. The

road was built four years before hence there could be slight variation in the details obtained when

compared to the as-built and variation could also be possible due to various type of surveys

instrument and time of surveys.

Vertical Alignment

Sufficient details were collected at vertical curve location at selected chainages to assess and

validate the geometric characteristics for Vijayawada-Gundugolanu section. The following table

summarise these geometric characteristics.

Validation of Vertical Alignment

S. No Chainage As-Built Details Validation Remark

Vijayawada – Gundanagolu

1 VIP 1036+080

Eluru Bypass

IN: 0.236%

Lvc=198.162m

IN: 3.077%

Lvc=438.449m

OUT: 2.858%

IN: 0.251%

Lvc=198.162m

IN: 3.047%

Lvc=438.449m

OUT: 2.885%

Coincide

As mentioned in the earlier chapter on “As-Built drawings validation” the alignment and profile details

in the as-built drawings are insufficient to check the layout characteristics. Hence the validation no

vertical alignment is limited to verifying the grades as-built and curve length if the details available.

From the above table it clear that there is not much variation in the results found compared to the

details given in the as-built drawings.

5.2 TRAFFIC SURVEYS

The Reconnaissance survey which was conducted which helped in identification and understanding

of homogeneous traffic sections, visible travel pattern on the corridor, major traffic generators/

attractors along and off the project road, major intersections etc. Accordingly various traffic surveys





were then planned to capture the traffic and travel characteristics on the sections of the project

corridor. The surveys conducted include, classified traffic volume count surveys, origin-destination

surveys, intersection turning movement count surveys, pedestrian count surveys, speed & delay etc.

The first traffic surveys were conducted between 10th Dec 2006 and 8

th Jan 2007, under the

supervision of traffic engineer. The results from these traffic studies including traffic projections are

discussed in detail in Chapter 6 of this report. Further traffic surveys were carried out between 25th

February and 6th March 2007 (Vijayawada-Gundanagolu section), and during this second period axle

load surveys were carried out in 1 location (Vijayawada-Gundanagolu section) [48hrs each location,

traffic both ways weighed]. Further traffic surveys were carried out between 7th December and 13

th

December 2010 (Vijayawada Bypass).

5.3 GROUND SURVEYS [ROW VERIFICATION]

The Right of Way details (roadway width in meters) collected from the NHAI local offices [in

December 2006] are presented in the following sections. Discussions with local NHAI and Revenue

officers reveals that the recent land-take for 4-laning of project road was restricted [when 4 laning

was undertaken in the 1990s] only to the minimum required for the construction of additional 2 lanes

on the sections other than bypasses. Further these offices do not hold the up-dated revenue records

after the acquisition for 4-laning project except for some revenue divisions. It is also learned that the

RoW boundary stones established in some sections are destroyed locally by the public for various

reasons including farming. Subsequently the details collected were randomly verified on the field

wherever possible and found to be relatively close to the widths provided by these organisations.

See Chapter 12 for more details.

5.4 SURVEYS OF UTILITIES AND LAND ACQUISITION

The utility surveys will be carried out to identify the sewers, gas/oil pipes, crossings, electric, and

telephone lines (O/H & U/G) and poles, optical fiber cables (OFC) etc. The survey covers the entire

right-of-way of the road on the adequate allowance for possible shifting of the central lines at some of

the intersections locations.

Utilities Agencies have various degrees of authority to install their lines within the right of way of

roads. Depth, size, etc of utilities are based on the IRC98-1997 guidelines.

Coordinates of all the surface utilities, which include electric poles, telephone poles, towers,

transforms, over head electric and telephone lines etc., will be picked up during the detailed

topographic surveys. The details of underground utilities will be collected from the concerned

departments. The utility information from these sources will be drawn on the base plan to develop

utility shifting plans.

The information collected during reconnaissance and field surveys will be shown on a strip plan so

that the proposed improvements can be appreciated and the utilities required to be shifted for each

type can be assessed and suitable actions can be initiated.

Land Acquisition Surveys also done for 3(a), 3A and 3D publication.





5.5 PAVEMENT CONDITION SURVEY, VIZIROAD AND ROADRUNNER

The pavement condition survey, along with a roughness survey was carried out in the last 2 weeks of

December 2006 for Vijayawada-Gundugolanu section. Full details are given in Chapter 11 and

Annex 3.2. The survey included a road inventory, plus IRI [roughness measurements].

5.6 MATERIALS INVESTIGATIONS

An initial materials investigation was carried out, see Chapter 11 for Vijayawada-Gundugolanu

section.

For Vijayawada/Hanuman Junction Bypass

The sources of materials, quarry sites, borrow areas and fly ash will be identified and field/laboratory

testing of these materials will be carried out to determine their suitability for various components of

the work and to establish quality & quantity of various construction materials and to recommend their

use on the basis of techno-economic principles. The mass haul diagram for haulage purposes will be

prepared giving quarry charts indicating the location of selected borrow areas, quarries and the

respective estimated quantities.

Environmental restrictions, if any, and feasibility of availability of these sites to prospective

concessionaires, will be duly taken into account while selecting new quarry locations.

Suitable recommendations will be made regarding making good the borrow areas and quarry areas

after the exploitation of materials for construction of works.

The Material Investigation aspect will include preparation and testing of bituminous mixes for various

layers and concrete mixes of different design mix grades using suitable materials (binders,

aggregates, sand filler etc.,) as identified during Material Investigation to conform to latest MORT&H

specification.

5.7 HYDRAULIC & HYDROLOGICAL DATA AVAILABILITY AND ANALYSIS

5.7.1 Data Collection & analysis

The following details have been collected for the Vijayawada/Hanuman Junction Bypasses project:

Catchment area

An index map to a suitable scale. i.e., Topo sheets in scale of 1:50000, showing the alignment, location of proposed bridges etc. Drainage area mapping is done based on the topo sheets, contours available from Bhuvan maps and Google maps.

Assessment of ground water condition (Water Table).

Reports from CWC and IMD for Flood Estimation

Flood Estimation reports from CWC for small catchments. This report forms the base for preparing the synthetic unit hydrographs for the purpose of flood estimation.

Rainfall Isohyets for rainfall data for various return periods

Floods and Discharge Data

History of floods, if any and Survey of observed Maximum flood levels (OMFL) or High Flood Level (HFL) with reference to GTS bench marks

Discharge details of canals from respective departments.





Survey Data

Geological information

Topo surveys data including the alignment survey

Bridge locations - Cross and Longitudinal Sections

5.8 INVENTORY AND CONDITION SURVEY OF BRIDGES AND CULVERTS

The Senior Bridge Engineer along with a team of bridge / field engineers carried out the inventory

and condition survey of the complete project road. Visual inspection was done to find out the

deficiencies in the structures. At some bridge locations, due to water logging in the entire waterway, it

was not possible to inspect the structure. Type of expansion joints in the old existing bridges could

not be ascertained as they are covered with bituminous overlays at most of the bridge locations.

There are 333 (Km 1076+480 to Km 1061+080 and Km 1056+08 to 1022+480) numbers of structures (existing minor / major bridges, RoBs, and underpasses) of all 2lane configurations each side and 128 (Vijayawada and Hanuman Junction Bypass) numbers of structures (minor / major bridges, RoBs, and underpasses) on proposed bypasses. Out of which the total number of RoBs are 5. The list of the RoBs is given in the following table.

Rail Over Bridges

S. No Chianage-

Progressive Kms

ROB Structure

No.

LHS RHS

Length (m)

CW Width (m)

Remark Length

(m) CW

Width (m) Remark

Vijayawada Bypass

1 Km 2+500 - 112 12 Proposed Bypass

112 12 Proposed Bypass





Existing NH-5 (Km 1076+480 to Km 1061+080 and Km 1056+08 to 1022+480)

1 1049+527

(Eluru Bypass)

55/2 71.2 7.5 New 71.2 7.5 New

2 1033+824

(Eluru Bypass)

70/7 89.25 7.5 New 89.25 7.5 New

The following typical defects were noticed in the structures based on the visual inspection:

Settlement of approach slab

Damaged Hand Railing

Vegetation growth at up-stream and down-stream

Damaged metallic crash barriers in approaches

Missing / non uniform structure numbers and chainages

Debris on pier and abutment caps

Debris on bridge deck / expansion joints

Missing / damaged blocked drainage spouts

Un – dismantled False steining of well foundations





Vegetation growth in pier/ abutment caps

Missing / damaged precast slabs in footpaths / expansion joint

Damaged Wearing Coat

Partly / completely choked culverts

Specific problems

1. Elastomeric bearings of end spans of ROB at km 1034+140 on Eluru Bypass (new 4-lane)

were found to be failed. The cause of failure requires to be investigated by a project level

inspection by a specialised agency. Thereafter, the bearings shall be replaced after carrying

out fresh designs, if required. The finding along with the photographs was reported to the

Project Director, NHAI, Vijayawada vide our letter no. NHDP-V/PIU/07/01-011 dated 2nd

January 2007.

5.9 ENVIRONMENT AND SOCIAL SURVEYS

The preliminary Environmental Examination for the proposed project has been undertaken as a

parallel exercise with the Engineering Analysis, so as to bring out the environmental concerns in

planning and the proposed design. The basic aim of the present study is to assess the magnitude of

actual and potential environmental concerns due to conversion of the existing 4 lane National

Highways into six lanes. This is also to ensure that the environmental considerations are given due

weightage, in the design of proposed highway improvements being studied. Basic idea is to minimize

adverse environmental and social impacts with best possible engineering solutions at the optimal

cost to make development environmentally sound and sustainable.

Environmental Screening of the study area has the following major objectives:

To classify the type of environmental assessment required,

To delineate the major environmental issues and identify the potential hotspots, which

requires further study i.e. scope for EA,

To recognize the potential environmental concerns,

To determine the magnitude of potential impacts and ensure that environmental

considerations are given due weightage while selecting and designing proposed highway

improvements.

The detailed analysis and results of Environment and Social Surveys are presented in chapter 19.

Feasibility Study for 6 Laning of Vijayawada – Gundugolanu section, NH 5




Chapter 6: Contents CHAPTER 6: CONTENTS ............................................................................................................................ 1

6 TRAFFIC SURVEYS AND ANALYSIS ................................................................................................ 2

6.1 GENERAL ............................................................................................................................................ 2

6.2 ESTIMATION OF BYPASS TRAFFIC ................................................................................................. 4

6.2.1 Bypass Alignment Options ....................................................................................................... 4

6.2.2 Traffic Estimation ..................................................................................................................... 5

6.2.3 Growth Rates ........................................................................................................................... 6

6.3 TOLLING STRATEGY ....................................................................................................................... 12

6.3.1 Stream wise Tollable Traffic ................................................................................................... 14

6.3.2 Toll Rate ................................................................................................................................. 14

6.3.3 Toll Revenue .......................................................................................................................... 16





6 TRAFFIC SURVEYS AND ANALYSIS

6.1 GENERAL

The present project is development of new bypasses for the Vijayawada city and Hanuman Junction town

and four lane to six laning of Vijayawada-Gundugolanu section of NH-5. Vijayawada is thirty fourth largest

urban agglomerations in the country and comprises of Vijayawada Municipal Corporation (VMC),

Mangalagiri Municipality, 4 Panchayats and outgrowths. Vijayawada is the third largest city of the State of

Andhra Pradesh. The population of the city as per the 2001 census is 8,45,217 and is growing at an

average decadal growth rate of 39.72.

The existing NH-5 passes through the city. Two National Highways NH-5 and NH-9 intersect in the city.

NH-9 connects the city with Hyderabad, Capital of Andhra Pradesh and Machilipatnam, port town. NH-5

leads to Visakhapatnam and Chennai two of the busiest ports of India. Figure 6.1 presents the details.

Figure 6-1: Regional Road Network

Due to the interaction with the above cities there is lot of through traffic passing through and thereby

congesting the city network. In order to avoid this NHAI has decided to provide a bypass for the

Vijayawada city. Two types of options are studied, Bypass on the Eastern side (Options 1 to 4) and

Bypass on the Western side (Option 5 & 6). Figure 6-2 shows the different options. Option 6 is finally

chosen.





The 47.88 km long project corridor starts after Kaza toll plaza and continues to West of Vijayawada and

ends after Gannnavaram but before the Pottipadu toll plaza. The present project involves evaluation of

the technical feasibility of Vijayawada bypass with the 6 lane facility with partial/full access control through

provision of service roads, grade separation etc to ensure safety and the assessment of cost of

development. This Chapter discusses the traffic surveys conducted, traffic estimate for the bypass and

traffic projections etc.

Traffic surveys have been conducted in the 2007 for the project “Feasibility Study for 6 Laning of

Vijayawada-Rajahmundry section, NH-5” and also “Feasibility Study for 6 laning of Chilakaluripet-

Vijayawada section, NH-5”. For the above studies, 7 days TVC count and 24 hours OD surveys has been

conducted at number of locations as per the requirements of NHAI. Detailed analysis of the traffic has

been presented in the Feasibility Report for the above projects. However, for the present study the traffic

data on either side of the bypass in the immediate vicinity has been used. The survey locations data

which is used in the present study are presented below at Table 6.1.

Table 6.1: Traffic Survey Locations

Sl. No. Survey Location Remarks

1 Classified Traffic Volume Count Survey

Kaza Toll Plaza (Km 1114+044)

7 Days

Pottipadu Toll Plaza (Km 1072+580)

On NH 9 near Gollapudi

2 Origin-Destination Survey

Kaza Toll Plaza (Km 1114+044)

24 Hrs

Pottipadu Toll Plaza (Km 1072+580)

On NH 9 near Gollapudi

AADT Traffic at the Kaza & Pottipadu Toll Plaza locations is presented in the Table 6.2 below.

Table 6.2: AADT at Survey Locations

Vehicle Classification Pottipadu Toll

Plaza (Km 1072+580)

Kaza Toll Plaza

(Km 1114+044)

Gollapudi NH 9

Two Wheeler 2,225 5,784 6,783

Auto Rickshaw 606 1,022 2,379

Car/Jeep/Van 2,563 3,960 6,279

Tempo 507 1,006 1,815

Bus Mini Bus 52 77 372

Bus 1,161 1,734 2,726

LCV 470 569 1,451

Trucks

2 Axle 1,633 1,952 5,788

3 Axle Rigid 2,249 2,199 3,505

MAV 276 216 368

Agri. Tractor Without Trailer 10 20 74

With Trailer 56 84 49

Total Motorized Vehicle (MV) 11,808 18,623 31,589





Vehicle Classification Pottipadu Toll

Plaza (Km 1072+580)

Kaza Toll Plaza

(Km 1114+044)

Gollapudi NH 9

Animal/Hand Drawn 6 11 46

Cycle 390 520 885

Cycle Rickshaw 51 44

Others 3 9 37

Total Non Motorized Vehicle (NMV)

450 584 968

Total AADT (Vehicles) 12,258 19,207 32,557

Total AADT (PCU) 22,557 29,339 56,695

6.2 ESTIMATION OF BYPASS TRAFFIC

6.2.1 Bypass Alignment Options

Total 6 alignment options were studied, but they basically fall into two categories westerly alignment and

easterly alignment. The Western side alignment is providing connectivity to Hyderabad and the other on

Eastern side is providing connectivity to Machilipatnam. The alignment options studied are presented in

Figure 6.2.

Figure 6-2: Vijayawada Bypass Alignment Options





The length details of the different options studied are presented in Table 6.3.

Table 6.3: Bypass Options

S.N. Option Length, Km

1 Option - 1 39.900

2 Option – 2 31.700

3 Option – 3 26.800

4 Option – 4 25.800

5 Option – 5 39.170

6 Option – 6 47.880

The western alignment Option – 6 is chosen for implementation.

6.2.2 Traffic Estimation

Traffic is estimated based on the travel pattern on the corridor observed from the OD surveys conducted near Pottipadu Toll Plaza, Kaza Toll Plaza and the traffic surveys conducted at Gollapudi in December, 2010.

The western alignment will have two sections – one from Kaza toll plaza (near) to NH-9 connecting Hyderabad, and the second connecting NH-9 to near Gannavaram. The section wise traffic estimates for year 2010 is presented in the Table 6-4 below:

Table 6.4: Section wise Traffic Forecast

Mode Sec 1 Sec 2

Car/ Jeep/ Van 305 535

Mini Bus - -

Bus - -

LCV 283 213

2 Axle Truck 952 1,502

3 Axle Truck 1,112 700

MAV up to 6 Axle 127 140

MAV >6 Axles - 0

HCM/ EME 0 0

Total Vehicles 2,779 3,090

The directional distribution of traffic for the year 2010 is presented graphically below:





6.2.3 Growth Rates

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

Table 6.5: Proposed Growth Rates (%)

Period Two

Wheeler Car

Mini Bus


3 Axle Truck

MAV up to 6 Axle

MAV >6 Axles

HCM/ EME

2011-15 8.7 7.0 5.5 5.5 6.6 6.6 6.6 6.6 6.6 6.6

2016-20 7.1 6.5 5.5 5.5 6.6 6.6 6.6 6.6 6.6 6.6

2021-25 5.3 6.0 5.0 5.0 6.1 6.1 6.1 6.1 6.1 6.1

>2025 5.3 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0

For other vehicle types, a nominal growth rate of 2% per annum has been assumed for the study. As the immediate influence area is agriculturally rich, the agricultural vehicles (non-motorised) are not expected to diminish.

Estimated traffic of the Vijayawada bypass has been projected with 5% growth rate and presented for

the year 2010 and cardinal years in the Table below:





Table 6.6: Projected Traffic for the Western Alignment Vijayawada Bypass Section 1

Year Car/

Jeep/ Van

Mini Bus


3 Axle Truck

MAV up to 6 Axle

MAV >6 Axles

HCM/ EME

Total PCUs

2007 305 - - 283 952 1,112 127 - - 7,493

2008 320 - - 297 1,000 1,168 133 - - 7,868

2009 336 - - 312 1,050 1,226 140 - - 8,262

2010 353 - - 328 1,103 1,287 147 - - 8,677

2011 371 - - 344 1,158 1,351 154 - - 9,107

2012 390 - - 361 1,216 1,419 162 - - 9,566

2,013 410 - - 379 1,277 1,490 170 - - 10,045

2014 431 - - 398 1,341 1,565 179 - - 10,552

2015 453 - - 418 1,408 1,643 188 - - 11,079

2016 476 - - 439 1,478 1,725 197 - - 11,630

2017 500 - - 461 1,552 1,811 207 - - 12,212

2,018 525 - - 484 1,630 1,902 217 - - 12,824

2,019 551 - - 508 1,712 1,997 228 - - 13,466

2,020 579 - - 533 1,798 2,097 239 - - 14,139

2,021 608 - - 560 1,888 2,202 251 - - 14,848

2,022 638 - - 588 1,982 2,312 264 - - 15,590

2,023 670 - - 617 2,081 2,428 277 - - 16,369

2024 704 - - 648 2,185 2,549 291 - - 17,188

2025 739 - - 680 2,294 2,676 306 - - 18,046

2026 776 - - 714 2,409 2,810 321 - - 18,949

2027 815 - - 750 2,529 2,951 337 - - 19,897

2028 856 - - 788 2,655 3,099 354 - - 20,893

2029 899 - - 827 2,788 3,254 372 - - 21,940

2030 944 - - 868 2,927 3,417 391 - - 23,038

2031 991 - - 911 3,073 3,588 411 - - 24,190

2032 1,041 - - 957 3,227 3,767 432 - - 25,403

2033 1,093 - - 1,005 3,388 3,955 454 - - 26,673

2034 1,148 - - 1,055 3,557 4,153 477 - - 28,007

2035 1,205 - - 1,108 3,735 4,361 501 - - 29,410

2036 1,265 - - 1,163 3,922 4,579 526 - - 30,880

2037 1,328 - - 1,221 4,118 4,808 552 - - 32,422

2038 1,394 - - 1,282 4,324 5,048 580 - - 34,043

2039 1,464 - - 1,346 4,540 5,300 609 - - 35,744

2040 1,537 - - 1,413 4,767 5,565 639 - - 37,528

2041 1,614 - - 1,484 5,005 5,843 671 - - 39,404





Year Car/

Jeep/ Van

Mini Bus


3 Axle Truck

MAV up to 6 Axle

MAV >6 Axles

HCM/ EME

Total PCUs

2042 1,695 - - 1,558 5,255 6,135 705 - - 41,375

2043 1,780 - - 1,636 5,518 6,442 740 - - 43,444

2044 1,869 - - 1,718 5,794 6,764 777 - - 45,617

2045 1,962 - - 1,804 6,084 7,102 816 - - 47,898

2046 2,060 - - 1,894 6,388 7,457 857 - - 50,293


Year Car/

Jeep/ Van

Mini Bus


3 Axle Truck

MAV up to 6 Axle

MAV >6 Axles

HCM/ EME

Total PCUs

2007 535 - - 213 1,502 700 140 - - 8,091

2008 562 - - 224 1,577 735 147 - - 8,496

2009 590 - - 235 1,656 772 154 - - 8,920

2010 620 - - 247 1,739 811 162 - - 9,370

2011 651 - - 259 1,826 852 170 - - 9,839

2012 684 - - 272 1,917 895 179 - - 10,334

2,013 718 - - 286 2,013 940 188 - - 10,852

2,014 754 - - 300 2,114 987 197 - - 11,394

2,015 792 - - 315 2,220 1,036 207 - - 11,964

2,016 832 - - 331 2,331 1,088 217 - - 12,562

2,017 874 - - 348 2,448 1,142 228 - - 13,192

2,018 918 - - 365 2,570 1,199 239 - - 13,848

2,019 964 - - 383 2,699 1,259 251 - - 14,542

2,020 1,012 - - 402 2,834 1,322 264 - - 15,271

2,021 1,063 - - 422 2,976 1,388 277 - - 16,035

2,022 1,116 - - 443 3,125 1,457 291 - - 16,836

2,023 1,172 - - 465 3,281 1,530 306 - - 17,680

2024 1,231 - - 488 3,445 1,607 321 - - 18,564

2025 1,293 - - 512 3,617 1,687 337 - - 19,490

2026 1,358 - - 538 3,798 1,771 354 - - 20,465

2027 1,426 - - 565 3,988 1,860 372 - - 21,492

2028 1,497 - - 593 4,187 1,953 391 - - 22,566

2029 1,572 - - 623 4,396 2,051 411 - - 23,697

2030 1,651 - - 654 4,616 2,154 432 - - 24,886

2031 1,734 - - 687 4,847 2,262 454 - - 26,135

2032 1,821 - - 721 5,089 2,375 477 - - 27,441





Year Car/

Jeep/ Van

Mini Bus


3 Axle Truck

MAV up to 6 Axle

MAV >6 Axles

HCM/ EME

Total PCUs

2033 1,912 - - 757 5,343 2,494 501 - - 28,813

2034 2,008 - - 795 5,610 2,619 526 - - 30,255

2035 2,108 - - 835 5,891 2,750 552 - - 31,768

2036 2,213 - - 877 6,186 2,888 580 - - 33,361

2037 2,324 - - 921 6,495 3,032 609 - - 35,027

2038 2,440 - - 967 6,820 3,184 639 - - 36,778

2039 2,562 - - 1,015 7,161 3,343 671 - - 38,616

2040 2,690 - - 1,066 7,519 3,510 705 - - 40,549

2041 2,825 - - 1,119 7,895 3,686 740 - - 42,577

2042 2,966 - - 1,175 8,290 3,870 777 - - 44,705

2043 3,114 - - 1,234 8,705 4,064 816 - - 46,944

2044 3,270 - - 1,296 9,140 4,267 857 - - 49,292

2045 3,434 - - 1,361 9,597 4,480 900 - - 51,757

2046 3,606 - - 1,429 10,077 4,704 945 - - 54,345





Table 6.8: Projected Traffic for the portion from Vijayawada Bypass to Gundugolanu

Year Car/

Jeep/ Van

Mini Bus

Bus LCV 2

Axle Truck

3 Axle Truck

MAV up to

6 Axle

MAV >6

Axles

HCM/ EME

Two Wheeler

Auto Ricksh

aw

Tempo

Agri Tract

or

Agri Tractor

& Trailor

Animal Hand drawn

Cycle Cycle Rickshaw

Others


Total PCUs

2007 2,605 48 1,008 490 1,440 2,178 326 - - 2,482 572 527 14 55 7 293 21 2 18,757 21,605

2008 2,735 50 1,058 515 1,512 2,287 342 - - 2,606 601 553 15 58 7 308 22 2 19,693 22,682

2009 2,872 53 1,111 541 1,588 2,401 359 - - 2,736 631 581 16 61 7 323 23 2 20,679 23,816

2010 3,016 56 1,167 568 1,667 2,521 377 - - 2,873 663 610 17 64 7 339 24 2 21,714 25,005

2011 3,167 59 1,225 596 1,750 2,647 396 - - 3,017 696 641 18 67 7 356 25 2 22,798 26,251

2012 3,325 62 1,286 626 1,838 2,779 416 - - 3,168 731 673 19 70 7 374 26 2 23,938 27,560

2,013 3,491 65 1,350 657 1,930 2,918 437 - - 3,326 768 707 20 74 7 393 27 2 25,135 28,937

2014 3,666 68 1,418 690 2,027 3,064 459 - - 3,492 806 742 21 78 7 413 28 2 26,396 30,386

2015 3,849 71 1,489 725 2,128 3,217 482 - - 3,667 846 779 22 82 7 434 29 2 27,714 31,901

2016 4,041 75 1,563 761 2,234 3,378 506 - - 3,850 888 818 23 86 7 456 30 2 29,097 33,489

2017 4,243 79 1,641 799 2,346 3,547 531 - - 4,043 932 859 24 90 7 479 32 2 30,552 35,160

2,018 4,455 83 1,723 839 2,463 3,724 558 - - 4,245 979 902 25 95 7 503 34 2 32,079 36,918

2,019 4,678 87 1,809 881 2,586 3,910 586 - - 4,457 1,028 947 26 100 7 528 36 2 33,682 38,762

2,020 4,912 91 1,899 925 2,715 4,106 615 - - 4,680 1,079 994 27 105 7 554 38 2 35,364 40,694

2,021 5,158 96 1,994 971 2,851 4,311 646 - - 4,914 1,133 1,044 28 110 7 582 40 2 37,134 42,727

2,022 5,416 101 2,094 1,020 2,994 4,527 678 - - 5,160 1,190 1,096 29 116 7 611 42 2 38,994 44,866

2,023 5,687 106 2,199 1,071 3,144 4,753 712 - - 5,418 1,250 1,151 30 122 7 642 44 2 40,945 47,109

2,024 5,971 111 2,309 1,125 3,301 4,991 748 - - 5,689 1,313 1,209 32 128 7 674 46 2 42,994 49,465

2,025 6,270 117 2,424 1,181 3,466 5,241 785 - - 5,973 1,379 1,269 34 134 7 708 48 2 45,143 51,932

2,026 6,584 123 2,545 1,240 3,639 5,503 824 - - 6,272 1,448 1,332 36 141 7 743 50 2 47,398 54,525

2,027 6,913 129 2,672 1,302 3,821 5,778 865 - - 6,586 1,520 1,399 38 148 7 780 53 2 49,765 57,247

2,028 7,259 135 2,806 1,367 4,012 6,067 908 - - 6,915 1,596 1,469 40 155 7 819 56 2 52,253 60,106

2029 7,622 142 2,946 1,435 4,213 6,370 953 - - 7,261 1,676 1,542 42 163 7 860 59 2 54,863 63,107





Year Car/

Jeep/ Van

Mini Bus

Bus LCV 2

Axle Truck

3 Axle Truck

MAV up to

6 Axle

MAV >6

Axles

HCM/ EME

Two Wheeler

Auto Ricksh

aw

Tempo

Agri Tract

or

Agri Tractor

& Trailor

Animal Hand drawn

Cycle Cycle Rickshaw

Others


Total PCUs

2030 8,003 149 3,093 1,507 4,424 6,689 1,001 - - 7,624 1,760 1,619 44 171 7 903 62 2 57,610 66,263

2031 8,403 156 3,248 1,582 4,645 7,023 1,051 - - 8,005 1,848 1,700 46 180 7 948 65 2 60,488 69,572

2032 8,823 164 3,410 1,661 4,877 7,374 1,104 - - 8,405 1,940 1,785 48 189 7 995 68 2 63,512 73,046

2033 9,264 172 3,581 1,744 5,121 7,743 1,159 - - 8,825 2,037 1,874 50 198 7 1,045 71 2 66,689 76,694

2034 9,727 181 3,760 1,831 5,377 8,130 1,217 - - 9,266 2,139 1,968 53 208 7 1,097 75 2 70,023 80,528

2035 10,213 190 3,948 1,923 5,646 8,537 1,278 - - 9,729 2,246 2,066 56 218 7 1,152 79 2 73,527 84,553

2036 10,724 200 4,145 2,019 5,928 8,964 1,342 - - 10,215 2,358 2,169 59 229 7 1,210 83 2 77,203 88,778

2037 11,260 210 4,352 2,120 6,224 9,412 1,409 - - 10,726 2,476 2,277 62 240 7 1,271 87 2 81,060 93,209

2038 11,823 221 4,570 2,226 6,535 9,883 1,479 - - 11,262 2,600 2,391 65 252 7 1,335 91 2 85,113 97,867

2039 12,414 232 4,799 2,337 6,862 10,377 1,553 - - 11,825 2,730 2,511 68 265 7 1,402 96 2 89,370 102,762

2040 13,035 244 5,039 2,454 7,205 10,896 1,631 - - 12,416 2,867 2,637 71 278 7 1,472 101 2 93,842 107,900

2041 13,687 256 5,291 2,577 7,565 11,441 1,713 - - 13,037 3,010 2,769 75 292 7 1,546 106 2 98,536 113,296

2,042 14,371 269 5,556 2,706 7,943 12,013 1,799 - - 13,689 3,161 2,907 79 307 7 1,623 111 2 103,465 118,962

2,043 15,090 282 5,834 2,841 8,340 12,614 1,889 - - 14,373 3,319 3,052 83 322 7 1,704 117 2 108,639 124,907

2,044 15,845 296 6,126 2,983 8,757 13,245 1,983 - - 15,092 3,485 3,205 87 338 7 1,789 123 2 114,071 131,150

2045 16,637 311 6,432 3,132 9,195 13,907 2,082 - - 15,847 3,659 3,365 91 355 7 1,878 129 2 119,773 137,702

2046 17,469 327 6,754 3,289 9,655 14,602 2,186 - - 16,639 3,842 3,533 96 373 7 1,972 135 2 125,763 144,587

Feasibility Study for 6 Laning of Vijayawada – Gundugolanu, NH-5



Egis Bceom International, France in Association with BCEOM India Pvt. Limited

IRC: 64 - 1990 stipulates a design service volume of 40,000 PCU per day for a four lane divided

carriageway with paved shoulders at level of service B and plain terrain. This can be further increased

upto 60,000 PUCs by adopting LOS C.

The Vijayawada bypass crosses 40,000 PCUs in the year 2042 and 2040 for the sections 1 & 2

respectively. Hence it may be prudent to consider them for four laning only.

The section between Vijayawada bypass to Gundugolanu reaches the 40,000 PCUs in the year 2020 and 60,000 PUCs in the year 2028. Hence it is necessary to consider it for 6 laning now itself.

6.3 TOLLING STRATEGY

Tolling strategy in the present context is the identification of toll plaza locations and tolling sections, which can fetch maximum revenue with minimum leakage and cost within the given constraints. Open tolling system is to be adopted for the corridor. This means, flat toll rates calculated for the length of tolling section(s) shall be charged at the respective toll plazas giving concessions/discounts as applicable to local / frequent users as decided by authority. The present package starts from the take off point of Vijayawada bypass 2.1 km after Kaza toll plaza (Km 422+800 new chainage) of Chilakaluripet-Vijayawada section to Gundugolanu (Km 1022+480) of Vijayawada-Visakhapatnam section of NH-5. This comprises of Vijayawada bypass and Hanuman Junction Bypass and existing Eluru bypass.

Vijayawada Bypass

The total length of the Vijayawada bypass is 47.880 km having two sections. The first section takes off 2.1 km after the Kaza toll plaza (Km 1112+044 new chainage) towards Vijayawada and joins NH 9 near Gollapudi and is having a length of 18.650 km. The first section consists of bridge on Krishna river with a length of 3.144 km. The second section starts from NH-9 and joins NH 5 at (Km 1076+480, Chinnaautupalli) towards Eluru after Gannavaram and is having a length of 29.23 km. The distance between the end of the bypass and Pottipadu toll plaza is 3.90 km.

Figure 6-3: Vijayawada Bypass Sections






There is one bypass for the Hanuman Junction town having a length of 6.7 km. Eluru Bypass There is an existing Eluru Bypass for Eluru town.

The toll policy recommends an average distance between two toll plazas should generally be 60 km except where it is not feasible to do so. Since the Vijayawada bypass is having two sections which will have different traffic based on their origins and destinations, it is necessary to have two toll plazas on the bypass one on each section. There are three existing toll plazas in operation on NH-5, one at Kaza toll plaza (Km 1114+044), the second one is at Pottipadu Toll Plaza (Km 1072+580) and third one at Kalaparru toll plaza (Km 1050+780). Since these three toll plazas are presently in operation, it is necessary to take them in to consideration while finalizing the tolling sections of the project corridor. The details of the existing toll plazas are summarised at Table 6-9 below:

Table 6.9: Existing Toll Plaza details

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

km

1 Kaza Toll Plaza 1114+044 Km 1182+804 - Km 1100+184 81.6

2 Pottipadu Toll Plaza 1072+580 Km 1100+680 - Km 1061+580 39.1

3 Kalaparru Toll Plaza 1050+780 Km 1061+580 – Km 1022+480 39.1

The Kaza toll plaza is collecing toll from Km 355.0 to Km 434.15 till the end of ongoing 6 laning, which includes 15.25 km from the takeoff point of Vijayawada bypass to Kanakadurga Varadhi on the existing NH 5 towards Vijayawada town. It is desirable not to disturb the existing concession of Kaza toll plaza. The road users who desire to use the bypass road of section 1 will not be using the 12.5 km of the existing NH 5 for which toll is already paid t toll at Kaza toll plaza and hence need not be double charged. This point needs to be taken in to consideration.

Similarly the Pottipadu toll plaza is collecting toll from Km 1100+680 (Kanakadurga Varadhi) to Km 1061+580 which includes 24.2 km from the joining point of Vijayawada bypass to Kanaka durga Varadhi on the existing NH 5 towards the Vijayawada town. The road users who desire to use the bypass road of section 2 will not be using the 24.2 km of the existing NH 5 for which toll is already paid t toll at Pottipadu toll plaza and hence need not be double charged. This point needs to be taken in to consideration. The Kalaparru toll plaza is collecting toll from Km 1061+580 (Veleru town) to Km 1022+480 (Gundugolanu). The proposed toll plaza on section 2 of Vijayawada Bypass and Pottipadu toll plaza are close by and hence it is proposed to do away with the Pottipadu toll plaza. Even the Pottipadu toll plaza and Kalaparru toll plaza are close by. Finally it is proposed to have total three toll plaza two on the Vijayawada Bypass , one on section 1, one on section 2 and retaining the existing toll plaza at Kalaparru. The details are provided at Table 6-10 below :

Table 6.10: Proposed Tolling Sections

S.No. Toll Plaza location Tolling Section Remarks

1 Km 11+500

on proposed Vijayawada Bypass

Kaza to Gollapudi Km 0 to Km 18+650

(15.25 km of NH-5 is adjusted in the toll rate )

2 Km 35+000

on proposed Vijayawada Bypass

Gollapudi – Chinnaavutapalli Km 18+650 to Km 47+880

(24.2 km of NH-5 is adjusted in the toll rate)





3 Km 1050+780

on Existing Vijayawada Gundugolanu section

Kanakadurga Varadhi – Gundugolanu

Km 1100+680 to Km 1022+480

Includes Hanuman Junction (6.7 km) Bypass

As per the toll policy all the structures and bypasses costing more than Rs 10 crores need to be charged separately at the toll rates specified in the policy. Since cost of the two sections of Vijayawada bypass and the Hanuman Junction bypass are more than Rs 10 Crores each of them will be charged separately.

6.3.1 Stream wise Tollable Traffic

The Toll Policy specifies four categories of traffic for the purpose of tolling and toll discount and they are:

Local Traffic means vehicles used for non-commercial purpose and includes personal vehicles of

residents of villages/towns/cities on Project Highway whose boundary falls within radius of 20 Kms of Toll

Plaza.

Frequent Travelers When the same mechanical vehicle has to use the said section frequently for the

entire month, the vehicle owner may obtain a monthly pass on the payment of charges equivalent to 2/3

rd the 50 single trip rates applicable to it.

Return Trips When the same mechanical vehicle has to cross the section more than once in a day, the

user shall have the option to pay the fee for the multiple trips at the rates one and half times the single trip

rate.

Normal Traffic Other than local, frequent travelers, return trips

Exempt Vehicles Two wheelers, three wheelers, animal drawn vehicles and tractors with or without trailor

or trolley and other slow moving vehicles would not be allowed to use the main highway.

Accordingly traffic under different categories has been estimated from the OD Analysis. This information is

used for estimating the toll revenue under three different scenarios – realistic, optimistic, and pessimistic.

6.3.2 Toll Rate

The tolling rates are as per the notification issued under Section 8A of the National Highways Act, 1956

(48 of 1956), read with Rule 3 of the National Highways Fee (Determination of Rates and Collection)

Rules, 2008. The base toll rates for the different modes per km are given below:

Table 6.11: Toll rates for the different Categories of vehicles

S.No. Category of Vehicle Base Rates as on 2007-08

1 Car/Jeep/Van/Light Motor Vehicle 0.65

2 LCV/Light Goods Vehicle/Mini Bus 1.05

3 Bus/Truck 2.20

4 HCM/EME/MAV (three to six axles) 3.45

4 Oversized vehicles (seven or more axles)

4.20

The aforesaid rates are based on wholesale price index (WPI) for the month of December, 2007, which is

216.4.





Fees for use of Structure or Bypass

The rate of fee for use of bypass forming part of a section of a National Highway constructed with the cost

of rupees ten crores or more, for the base year 2007-08, shall be one and a half times the rate of fee

specified in sub-rule (2)

Provided that while computing the fee for a section of a National Highway of which such bypass forms a

part, the length of such bypass shall be excluded from the length of such section of National highway.

Provided further that where the cost of such bypass is less than rupees ten crore, then the rate of fee for

the use said bypass shall be the same as that of the section of the National highway of which it forma a

part”.

Revision

The above rates shall be increased annually, without compounding, by 3 percent thereof with effect from

April 1, 2008 and such increased rates shall be deemed to be the base rates.

The applicable base rates shall be revised annually with effect from April 1 each year to reflect the

increase in WPI for the month of December of the immediately preceding year; but restricted to 40 % of

such increase in WPI.

Applicable fee rate=base rate + base rate X {(WPI A-WPI B)/WPI B} x0.4

Where,

Applicable fee rate is the fee rate payable by the user

Base rate is the rate specified in Rules 4 and 5 read with Rule 6(b)

WPI A is the WPI of the week ending on or subsequent to 1st January immediately preceding the

date of revision under their rules; and

WPI B is the WPI for the month of December, 2007 i.e. 216.4.

Local users:

Local traffic is defined as ones whose boundary falls within 20 Km of fees collection booth. The toll rates

for local users Rs 150/- per month with reference to the base year 2007-08 to be revised annually to

reflect the variation in WPI and then rounded off to the nearest 5 (five) rupees.

Return Trip

The return trips are charged at the rate of 1.5 times the single journey toll rate and will be valid for any number of trips undertaken during that day of 24 hours.

Frequent Travelers

The frequent travelers are charged at the rate of 2/3rds of the 50 times the single journey toll rate.

WPI

Data from Central Statistical Organization has been collected and analyzed for long term trend. It is

observed that the long term growth in the WPI to be 5 %.





The toll rates will be calculated for each of the tolling sections and will be rounded off to the nearest 5

rupee. The discount toll rates will be calculated as discussed above. Projected toll rates for each of the toll

plaza are presented in Table 6-13.

Table 6.12: Toll Rates on different sections

Financial Year

Car/ Jeep/ Van

Mini Bus


3 Axle Truck

MAV up to 6 Axle

MAV >6 Axles

HCM/EME

Tolling Section - 1

2015-16 10 20 40 20 40 65 65 80 65

2020-21 15 25 55 25 55 85 85 100 85

2025-26 20 35 70 35 70 105 105 130 105

2030-31 25 40 90 40 90 140 140 170 140

2035-36 35 55 115 55 115 180 180 215 180

2040-41 45 70 150 70 150 230 230 285 230

Tolling Section - 2

2015-16 20 30 65 30 65 100 100 125 100

2020-21 25 40 85 40 85 130 130 160 130

2025-26 30 50 105 50 105 165 165 200 165

2030-31 40 65 135 65 135 215 215 260 215

2035-36 50 85 175 85 175 275 275 335 275

2040-41 70 110 230 110 230 360 360 435 360

Tolling Section - 3

2015-16 80 130 275 130 275 430 430 525 430

2020-21 105 165 350 165 350 550 550 670 550

2025-26 130 215 450 215 450 705 705 855 705

2030-31 170 275 575 275 575 905 905 1,100 905

2035-36 220 355 745 355 745 1,170 1,170 1,425 1,170

2040-41 285 460 970 460 970 1,520 1,520 1,850 1,520

6.3.3 Toll Revenue

Toll revenue is calculated by multiplying the projected tollable traffic by category and the toll rates. The toll

rates are revised annually for the normal traffic and rounded to the nearest rupee. The local traffic toll

rates are revised every year and rounded to the nearest 5 rupees. The year wise toll revenue at each toll

plaza for each option is presented in Table 6-14. Since the toll rates for the bypasses are same

(irrespective of the cost of the bypass), the toll revenue for all the three options will be same. Hence one

revenue table is presented at Table 6-14.

Table 6.13: Year wise and section wise Toll revenue for all the four options

Year

Section 1 Section 2 Section 3 Total



2014-15 167.34 61.08 243.30 88.80 2,480.45 905.36 2,891.08 1,055.24

2015-16 175.60 64.27 271.55 99.39 2,739.59 1,002.69 3,186.74 1,166.35

2016-17 202.02 73.74 302.49 110.41 3,023.35 1,103.52 3,527.86 1,287.67





Year

Section 1 Section 2 Section 3 Total



2017-18 212.15 77.43 325.36 118.76 3,328.36 1,214.85 3,865.87 1,411.04

2018-19 242.86 88.64 360.92 131.73 3,675.98 1,341.73 4,279.76 1,562.11

2019-20 265.14 97.04 410.85 150.37 4,070.90 1,489.95 4,746.88 1,737.36

2020-21 298.24 108.86 452.32 165.10 4,474.53 1,633.20 5,225.09 1,907.16

2021-22 324.54 118.46 482.91 176.26 4,932.94 1,800.52 5,740.39 2,095.24

2022-23 364.65 133.10 540.17 197.16 5,429.82 1,981.88 6,334.64 2,312.14

2023-24 384.88 140.87 594.18 217.47 5,983.23 2,189.86 6,962.29 2,548.20

2024-25 427.70 156.11 660.53 241.10 6,611.84 2,413.32 7,700.08 2,810.53

2025-26 476.98 174.10 720.25 262.89 7,308.71 2,667.68 8,505.94 3,104.67

2026-27 530.63 193.68 801.93 292.70 8,059.41 2,941.68 9,391.97 3,428.07

2027-28 584.07 213.77 882.19 322.88 8,871.49 3,246.96 10,337.74 3,783.61

2028-29 648.95 236.87 990.43 361.51 9,807.88 3,579.87 11,447.26 4,178.25

2029-30 711.72 259.78 1,087.83 397.06 10,849.01 3,959.89 12,648.57 4,616.73

2030-31 796.55 290.74 1,191.75 434.99 11,972.20 4,369.85 13,960.50 5,095.58

2031-32 874.40 320.03 1,325.22 485.03 13,216.97 4,837.41 15,416.59 5,642.47

2032-33 975.65 356.11 1,449.31 529.00 14,636.09 5,342.17 17,061.05 6,227.28

2033-34 1,065.28 388.83 1,617.51 590.39 16,164.45 5,900.02 18,847.24 6,879.24

2034-35 1,178.92 430.30 1,763.53 643.69 17,906.70 6,535.94 20,849.15 7,609.93

2035-36 1,311.03 479.84 1,958.54 716.83 19,767.43 7,234.88 23,037.01 8,431.54

2036-37 1,442.76 526.61 2,175.09 793.91 21,835.51 7,969.96 25,453.37 9,290.47

2037-38 1,590.20 580.42 2,407.37 878.69 24,152.93 8,815.82 28,150.50 10,274.93

2038-39 1,772.97 647.13 2,667.92 973.79 26,702.94 9,746.57 31,143.83 11,367.49

2039-40 1,937.92 709.28 2,939.13 1,075.72 29,605.04 10,835.45 34,482.10 12,620.45

2040-41 2,150.17 784.81 3,283.45 1,198.46 32,802.02 11,972.73 38,235.64 13,956.00

2041-42 2,380.85 869.01 3,610.58 1,317.86 36,237.80 13,226.79 42,229.23 15,413.66

2042-43 2,656.88 969.76 4,012.52 1,464.57 40,198.07 14,672.29 46,867.47 17,106.62

2043-44 2,916.69 1,067.51 4,446.49 1,627.42 44,466.56 16,274.76 51,829.75 18,969.69

2044-45 3,231.63 1,179.54 4,938.16 1,802.43 49,343.55 18,010.39 57,513.33 20,992.36

The NPV @ 10%, 12% and 15% for all the four options is also calculated for 30 years and presented at Table 5.18. This NPV refers to the toll revenue streams only.

Table 6.14: NPV for different discount rates

(Rs in Millions)

NPV 10% 12% 15%

NPV 30,308.39 23,075.82 16,157.01





Chapter 7: Contents

Chapter 7: Contents ....................................................................................................................... 1

7 ACCIDENTS AND ROAD SAFETY .................................................................................... 2

7.1 INTRODUCTION ...................................................................................................................... 2

7.2 SITE VISIT ............................................................................................................................. 2

7.3 ACCIDENT DATA..................................................................................................................... 5

7.4 PROPOSED FACILITIES ........................................................................................................... 6

7.5 CONCLUSIONS ....................................................................................................................... 7





7 ACCIDENTS AND ROAD SAFETY

7.1 INTRODUCTION

Initially, the corridor was widened to a four lane carriageway, with limited safety features included

in the design. Later in the year 2003, a study was commissioned to identify and design “Minor

Improvements to National Highways” by Span Consultants and Baptie India Jv.

The study identified projects such as crash barriers, improvements to lane markings, signage etc

and the recommendations of this study are under implementation. The project corridor is

proposed for improving to a six laning with access control and enhanced safety.

With this background, the consultants have conducted a safety issue analysis for the project

corridor based on accident information collected from the police department, site analysis etc.

This chapter discusses the identified safety issues, accident data analysis and proposed

measures to address the safety issues.

7.2 SITE VISIT

The consultants have conducted a site visit to identify safety issues and potential safety issues.

Some of these are as below:

Wrong Side Driving

It has been observed that driving on the wrong side is a more prominent and common problem on

the project road. Further to it, driving in the fast lane is more common than using the shoulder

portion. This is a major issue which could result in more severe accidents. The photographs

present some cases of wrong side driving. Such unexpected traffic situations on the road result in

avoidable accidents.

Over Loading

The overloading of vehicles is another problem on the project road and results in the poor visibility

for the traffic. Such overloading is more prominent in case of slow and agricultural vehicles. This

would not only obstruct the visibility but also reduce the lane width available for vehicles





overtaking and affect the level of service on the project road. The photographs below exhibit

some overloaded vehicles observed on the project road.

Uncontrolled accesses

There are many access points on to the project road and there is no control over the traffic

entering the project corridor. Most of the intersections are uncontrolled and those in the urban

areas are controlled through fixed time traffic signals or by police in the peak periods.

The above photographs present some typical intersections on the project corridor. Such

uncontrolled intersections pose a threat to safe movement of traffic on high speed corridors.





These need to be addressed while upgrading the project corridor to a six lane access control

facility.

Pedestrian Interference

There are a number of settlements along the project road. Though the share of pedestrian

involved accidents is low but the interference with traffic is considerable. The following photos

illustrate the pedestrian interference with fast motorised traffic. Such interference will also affect

the smooth flow of traffic and may some times lead to accidents often fatal. Though there are

pedestrian over bridges at few locations, these are not being used and have now become a rest

place or restroom.

Head Light Glare

There is no provision made to counter/ address the head light glare. This problem is more

pronounced in the night time. Even in cases where a 5m median exists, due to the absence of

shrubs or anti glare screen in the median, the visibility is affected. Only at few places in urban

areas median railings are provided for short lengths.

Other Issues

The road is much less safe currently than it should be for the following reasons:

There is no access control [except where some frontage roads are provided, generally in

towns] – the road has far too many access points [so you can and do drive straight into a

high speed road.

The road mixes short distance [very local – including animals herded on the road in more

rural areas] and long distance traffic so there are many movements [entering the road, U

turning in the medians, driving the wrong way down the road1, grazing in the median]

which are incompatible with the high speed long distance facility this road is supposed to

provide.

The main junctions [mostly at grade] have poor advance signing, and should be grade

separated.

1 For instance having bullock carts walk down the fast lane [for a few km] at night in the wrong direction into

incoming traffic happens frequently, as does pedestrians crossing the road at night in dark areas – drivers

have to be alert on this road [if not they will hit something].





0

5

10

15

20

25

30

35

Hea

d On

Rea

r End

Hit

from

Sid

eSid

e Swip

e

Ove

rtur

ning

Hit

Fixe

d Obje

ct

Hit

park

ed V

ehci

le

Hit

Pecdes

tria

nHit

Ani

mal

Oth

er

%

2003 2004

2005 2006

Figure 7.2: Distribution by Accident Type

Little thought has been given in villages and towns crossed as to how the local population

crosses the main National Highway [other than by praying first then running very quickly].

There is no existing highway traffic management system.

Guardrail [and barriers at approach to some bridges] is lacking in places, and hanging

loose in others.

7.3 ACCIDENT DATA

The consultants are in the process of collecting the accident information for the project corridor.

However, accident data was made available for part of the corridor. This data has been analysed

to assess the accident trends, major causes for accidents, accident types for majority of accidents

etc. Though this part data could not provide on the magnitude of accidents on the corridor, but

this can definitely provide some vital information on the safety issues. Following paragraphs

present the results of accident analysis.

The accident data collected for part

of the corridor does not show any

growth in accidents in the last 3 to 4

years. This is the period after

commissioning the four lane corridor

for traffic. However some variations

have been observed in the share of

major and minor accidents.

The Figure 7.1 presents the

distribution of accidents by severity.

It can be seen from the figure that

there has been apparent drop in share of fatal accidents while the share of major accidents has

shown steady increase between

2004 and 2006.

Among the locations intersections

and village areas account for more

than 90 % of accidents with

intersection taking the lead among

the two. Surprisingly, head on

collisions are the highest among all

types of accidents followed by rear

end and hit from side swipe (Figure

7.2). These are the types that can

be minimised through proper

planning and design of access

to/from cross roads

Over speeding is the major cause of accident with more than 90 percent share in the total and the

balance are vehicle getting out of control of the driver.

Figure 7.1: Distribution of Accidents by Severity

0

10

20

30

40

50

60

70

80

2003 2004 2005 2006Year

% t

o T

ota

l

Fatal Major Minor





0

20

40

60

80

100

120

Hea

d On

Rea

r End

Hit

from

Sid

eSid

e Sw

ipe

Ove

rturn

ing

Hit

Fixed

Obje

ct

Hit

parke

d Veh

cile

Hit

Pec

destria

nO

ther

%

Intersection Curve

Village Bridge

Others

Figure 7.3: Distribution by Accident Type

The data when analysed for type and location of accident revealed that about 30% of head on

collisions taking place in village areas and in curves and the rest at intersections which a major

issue is considering the existence

of divided carriageway. This clearly

shows and supports the wrong

side driving issue discussed earlier

in this chapter. Another issue that

is visible is the parking at the

intersection which calls for

enforcement and education. All the

accidents of hitting parked vehicles

happened to be at intersection

(Figure 7.3).

7.4 PROPOSED FACILITIES

The proposed improvement to the project corridor includes following facilities:

Widening to Six Lane Facility from existing four lane

Provision of Service roads for local traffic and as access road

Provision of grade separation

Provision of pedestrian underpasses

Highway Traffic Management System

Improved Median treatment

Highway Patrol

General Traffic Management

Variable Message Signs

Incident Management System

Traffic Enforcement

In order for these facilities to bring an improvement the following principles should be followed:

A proper access control system should be put in place. This includes an access system

(service roads providing access to the abutting properties and possibly to the local traffic,

safe and comfortable grade separated crossings for motorised as well as non motorised

users, ramps and interchanges) and as a general principle features preventing access

(fences, curbs and barriers,).

A treatment of the median in order to prevent front collision and wrong side driving as well

as limit head light glare

A proper signage in order to deliver adequate information to the user. This should

encompass the direction signs, as well as their coordination with markings. Markings

should be treated with sufficient care and maintained with a high level of performance as

they contribute significantly to improved traffic safety.

An adequate geometry on ramps with adequate design speeds. Essential features like

acceleration / deceleration / shelter / storage lanes, pedestrian / cattle / vehicular

underpasses and their approaches, bus bays / bus stops and truck laybys; Proper turning





radii at the entry / exit of vehicular underpasses; Service road (minimum 5.5m width)

considered essential for circulation, merging and diverging of local traffic.

7.5 CONCLUSIONS

The general objectives are for the Concession Company to make the main NH5 road [and the

service roads] as safe as possible for all users.

The Concession Company shall follow [and shall also show it has followed] all relevant Indian

publications on road safety, especially The Manual for Safety in Road Design (A guide for

Highway Engineers) prepared in September 1998 for MOST.

A formalised safety audit procedure must be followed [to optimise the safety process, and ensure

safety is properly and formally considered] by the Concession Company during the detailed

design [and during the Construction and post construction periods].





Chapter 8: Contents


8. PUBLIC UTILITIES ................................................................................................................... 2

8.1 EXISTING UTILITIES .................................................................................................................................. 2

8.1.1 Electricity Lines .................................................................................................................................. 2

8.1.2 Other Utilities ...................................................................................................................................... 3

8.1.3 Water Supply .................................................................................................................................... 11

8.1.4 Fibre Optic Cable ............................................................................................................................. 11

8.2 IMPACT.................................................................................................................................................... 12





8. PUBLIC UTILITIES

8.1 EXISTING UTILITIES

Almost all kinds of utility services that can be located along roads are present in the entire project

road stretch including crossings. These services were mostly re-located in the recent 4-laning civil

works contracts, however are still present in roadway itself. Some services are just located at the

edge of the shoulder and some at the toe. Ducts in median are also found in a few locations.

8.1.1 Electricity Lines

Electric Lines: The electric lines in some location are located on the edge of the right of way.

Generally these electric lines are present all along the project road on either side within 20/25 m from

the median centreline. There are also some underground electric services found in urban areas. A

few pylons are located in the island at major junctions and few just on the embankment and just out

side the right of way (potentially impacted in 6-laning). There are about 4 numbers of pylons to be

shifted for widening the road to 6 lanes.





The length of the electric services present are summarised in the following table.

S. No Road Section Length of service present (km)

LHS RHS

1 Vijayawada Bypass 71 (Nos) 70 (Nos)

2 Hanuman Junction Bypass 43 (Nos) 45 (Nos)

3 Eluru Bypass (17.4 km) - 3.5

4 Eluru-Gundlagolanu (12.4 km) 1.4 1.2

8.1.2 Other Utilities

Vijayawada Bypass:

The electric poles are very close at some locations and generally located on the edge of the right of

way. The electric line crosses the project highway at about 10 locations. The chainages and offset

distances from centre line are given in below table.

The Chainages and Offset distance form Centre Line

PCL Chainage

LHS RHS

Offset from

PCL (m)

Min. Shift

Reqd. (m)

Offset from

PCL (m)

Min. Shift

Reqd. (m)

0+050 15.337 23.663

0+135 22.186 16.814

0+175 20.589 18.411

0+275 7.108 31.892

0+365

27.124 11.876

0+640

12.806 26.194

0+690 23.193 15.807

0+780

16.801 22.199

0+795

25.356 13.644

0+795

5.959 33.041

0+795 32.987 6.013

0+795 13.463 25.537

1+240

25.512 13.488

1+260 25.621 13.379

1+815 5.231 33.769

1+815

15.516 23.484

1+820

17.664 21.336

1+855

35.654 3.346

2+465 14.558 24.442

2+500 27.931 11.069

2+500

34.944 4.056

2+510 28.374 10.626

2+510

30.075 8.925





PCL Chainage

LHS RHS

Offset from

PCL (m)

Min. Shift

Reqd. (m)

Offset from

PCL (m)

Min. Shift

Reqd. (m)

2+525 26.037 12.963

2+535 30.351 8.649

2+725 16.469 22.531

3+960 5.374 33.626

5+670

14.094 24.906

7+930 28.342 10.658

7+960 7.568 31.432

7+980 28.509 10.491

7+990

16.828 22.172

8+040

9.235 29.765

8+220 26.124 12.876

11+570

4.648 34.352

12+325

20.591 18.409

12+350 8.375 30.625

12+375 34.124 4.876

12+395

3.782 35.218

12+600 6.87 32.13

12+615

33.24 5.76

12+765

17.256 21.744

12+780

8.125 30.875

12+850 35.407 3.593

12+890 31.748 7.252

12+930 31.935 7.065

12+970 31.298 7.702

13+095 37.642 1.358

12+975

35.875 3.125

13+140 33.734 5.266

13+180 29.394 9.606

13+230 10.497 28.503

13+280

4.451 34.549

13+310

12.768 26.232

13+340

22.861 16.139

13+375

30.937 8.063

13+490

16.35 22.65

13+490

15.037 23.963

13+500 32.632 6.368

13+500 37.533 1.467

13+540 32.832 6.168

13+540

0.579 38.421

13+575 8.32 30.68





PCL Chainage

LHS RHS

Offset from

PCL (m)

Min. Shift

Reqd. (m)

Offset from

PCL (m)

Min. Shift

Reqd. (m)

13+575

29.356 9.644

13+590 31.461 7.539

13+590 34.831 4.169

13+630 35.78 3.22

13+650 9.302 29.698

13+660 36.401 2.599

13+645

26.048 12.952

13+690

5.421 33.579

13+680 37.823 1.177

13+705 3.681 35.319

13+725 38.012 0.988

13+725

18.243 20.757

13+750

28.111 10.889

13+880 31.084 7.916

13+910 22.738 16.262

14+000

32.182 6.818

14+025 18.611 20.389

14+140

24.74 14.26

14+275 6.569 32.431

14+575 7.86 31.14

17+345 13.963 25.037

17+345

34.513 4.487

17+830

36.475 2.525

18+705

38.22 0.78

18+720

23.935 15.065

18+720 12.178 26.822

18+760 21.263 17.737

18+760

17.633 21.367

19+720 25.732 13.268

19+720 24.277 14.723

19+780

27.869 11.131

20+580

8.682 30.318

20+595

8.092 30.908

24+700

14.174 24.826

25+570 9.188 29.812

25+570

33.167 5.833

26+550 10.483 28.517

26+575

22.074 16.926

30+210

12.721 26.279

30+220 19.375 19.625





PCL Chainage

LHS RHS

Offset from

PCL (m)

Min. Shift

Reqd. (m)

Offset from

PCL (m)

Min. Shift

Reqd. (m)

30+280 18.315 20.685

30+280

23.409 15.591

30+565

3.728 35.272

31+180

12.908 26.092

31+180

13.422 25.578

31+190

16.007 22.993

31+210 34.124 4.876

33+620

27.243 11.757

33+640 9.249 29.751

33+940 24.655 14.345

33+985

5.703 33.297

34+030

30.878 8.122

35+690

30.563 8.437

35+700 26.332 12.668

36+685 3.853 35.147

36+720 4.306 34.694

39+775 19.057 19.943

43+295 35.293 3.707

43+365

1.796 37.204

43+400

19.072 19.928

45+820

29.589 9.411

45+855

38.023 0.977

46+870

35.995 3.005

46+870

26.535 12.465

46+870 18.296 20.704

47+110 33.659 5.341

47+130 25.471 13.529

47+520

24.921 14.079

47+595

35.446 3.554

47+620

28.175 10.825

47+690

17.667 21.333

47+695 37.334 1.666

47+705 18.54 20.46

47+720 25.319 13.681

47+725

14.96 24.04

47+740

15.666 23.334

47+760

15.79 23.21

47+795

15.955 23.045

HT Pylons & HT Lines





The HT Pylons are very close at some locations and generally located on the edge of the right of

way. The chainages and offset distances from centre line are given in below table.

The Chainages and Offset distance form Centre Line

PCL

Chainage

Offset from

PCL (m)

Min. Shift

Reqd. (m) Side of CL Utility Description

17+350

Crossing HT line ( Vertical clearance

need to be raised)

17+350 36.238 2.762 Right Pylon

19+200


need to be raised)

20+090


need to be raised)

22+775


need to be raised)

22+850


need to be raised)

23+120


need to be raised)

23+750


need to be raised)

24+360


need to be raised)

24+675


need to be raised)

30+250


need to be raised)

32+550


need to be raised)

32+980


need to be raised)

36+550


need to be raised)

Telephone poles & Pylon & HT Lines

The chainages and offset distances from centre line are given in below table.

Chainages and Offset distance of TP form Centre Line

PCL

Chainage

LHS RHS

Offset from

PCL (m)

Min. Shift

Reqd. (m)

Offset from

PCL (m)

Min. Shift

Reqd. (m)

18+730 25.243 13.757

18+770 27.261 11.739

20+580

16.562 22.438





20+595

30.849 8.151

OFC

The chainages and offset distances of OFC from centre line are given in below table.

Chainages and Offset distance of TPOFCform Centre Line

PCL

Chainage

LHS RHS

Offset from

PCL (m)

Min. Shift

Reqd. (m)

Offset from

PCL (m)

Min. Shift

Reqd. (m)

47+790

12.23 26.77

Hanuman Junction Bypass:

The electric poles are very close at some locations and generally located on the edge of the right of

way. The electric line crosses the project highway at about 10 locations. The chainages and offset

distances from centre line are given in below table.

Chainages and Offset distance form Centre Line

PCL

Chainage

LHS RHS

Offset

from PCL

(m)

Min. Shift

Reqd. (m)

Offset

from PCL

(m)

Min. Shift

Reqd. (m)

0+080 23.103 15.897

0+086

16.45 22.55

0+105

19.0842 19.9158

0+165

23.11 15.89

0+175 27.52 11.48

0+240

25.95 13.05

0+295

8.328 30.672

0+365 10.402 28.598

0+415 23.389 15.611

0+410

17.016 21.984

0+750

24.111 14.889

0+780

7.457 31.543

1+50 30.318 8.682

1+70

16.167 22.833

1+85 4.3932 34.6068

1+830 13.508 25.492

1+870 8 31

1+950 30.634 8.366

1+955

18.761 20.239

2+025

16.9809 22.0191

2+160

7.29 31.71

2+580

17.37 21.63





PCL

Chainage

LHS RHS

Offset

from PCL

(m)

Min. Shift

Reqd. (m)

Offset

from PCL

(m)

Min. Shift

Reqd. (m)

2+650

10.05 28.95

2+775

5.054 33.946

2+795 17.948 21.052

2+840 19.8171 19.1829

2+860 33.785 5.215

2+980

27.153 11.847

2+980 21.643 17.357

3+005

24.4041 14.5959

3+005

5.387 33.613

3+010 35.471 3.529

3+010 13.0998 25.9002

3+011 15.0998 23.9002

3+060

7.951 31.049

3+725 3.816 35.184

3+730

21.747 17.253

3+740 7.622 31.378

3+740

32.575 6.425

4+215

22.797 16.203

4+240

1.641 37.359

4+2620

26.315 12.685

4+265

12.46 26.54

4+310

3.278 35.722

4+335

10.126 28.874

4+340

26.924 12.076

4+360 6.539 32.461

4+420 17.793 21.207

4+420 4.646 34.354

4+425 12.811 26.189

4+425

13.1 25.9

4+450 21.0134 17.9866

4+480 16.632 22.368

4+480 2.263 36.737

4+500 35.2854 3.7146

4+500 17.674 21.326

4+530

24.834 14.166

4+540 28.095 10.905

4+545 14.354 24.646

4+545 11.229 27.771





PCL

Chainage

LHS RHS

Offset

from PCL

(m)

Min. Shift

Reqd. (m)

Offset

from PCL

(m)

Min. Shift

Reqd. (m)

4+635 29.968 9.032

5+060

33.305 5.695

5+065 0.137 38.863

5+300 14.201 24.799

5+740 22.3 16.7

5+770

14.76 24.24

5+820 10.22 28.78

5+975 36.074 2.926

6+020 30.276 8.724

6+035

14.068 24.932

6+040

4.078 34.922

6+070

8.782 30.218

6+080

8.636 30.364

6+185

32.817 6.183

6+235

10.85 28.15

6+240

18.605 20.395

6+285 20.284 18.716

6+290 13.639 25.361

6+365

13.735 25.265

6+370 13.713 25.287

6+375 0.233 38.767

6+395 35.1423 3.8577

6+535

17.515 21.485

6+595

19.518 19.482

6+630

21.402 17.598

6+630

26.053 12.947

6+640

21.396 17.604

6+640 29.043 9.957

Pylons & HT Lines

The HT Pylons are very close at some locations and generally located on the edge of the right of

way. The chainages and offset distances from centre line are given in below table.

Chainages and Offset distance form Centre Line

PCL

Chainage

Offset from

PCL (m)

Min. Shift

Reqd. (m) Side of CL Utility Description

4+000

Crossing HT line ( Vertical clearance need to be raised)

4+065 17.0404 21.9596 LHS Pylon

6+270 34.646 4.354 LHS Pylon





Telephone poles

The chainages and offset distances from centre line are given in below table.


PCL

Chainage

LHS RHS

Offset from

PCL (m)

Min. Shift

Reqd. (m)

Offset from

PCL (m)

Min. Shift

Reqd. (m)

2+300 34.787 4.213

2+780 21.803 17.197

2+800 26.6615 12.3385

OFCs

The chainages and offset distances of OFC from centre line are given in below table.


PCL

Chainage

LHS RHS

Offset from

PCL (m)

Min.Shift

Reqd. (m)

Offset from

PCL (m)

Min. Shift

Reqd. (m)

0+085

13 26

0+175 27.2 11.8

0+180

13.19 25.81

0+325 6.308 32.692

0+350 10.434 28.566

1+40 35.453 3.547

8.1.3 Water Supply

Water Supply: There are a few water supply pipe lines present along the project road, mainly in

habituated areas. In non-urban areas the presences of water supply pipelines is very minimal or

almost does not exist. However there are a number other water supply sources like tube wells, hand

pumps and open wells present all along the project road within the road way width.

8.1.4 Fibre Optic Cable

Fibre Optic Cable: Fibre Optic Cable is present all along the project road on either side. In the recent

4-laning civil works a number of ducts were provided to shift these cables. The ducts provided in the

initial 80 km of the road section are summarised in the following table.

Name of the Operator Road Section From Km To Km No. of

Ducts laid

Capacity /

Specifications

Vijayawada-Gundugolanu section

DoT Eluru Bypass Km 1042+280 1 OFC

M/s. Tata Tele Services Ltd. 1076+480 1061+080 2 HDPE Pipes





Name of the Operator Road Section From Km To Km No. of

Ducts laid

Capacity /

Specifications

M/s. Tata Tele Services Ltd. 1056+080 1037+080 2 HDPE Pipes

M/s. Wetware Infosys Ltd. Vijayawada-

Gundugolanu 1076+480 1061+080 6

40mm dia HDPE

ducts

M/s. Wetware Infosys Ltd. Vijayawada-

Gundugolanu 1056+080 1024+080 6

40mm dia HDPE

ducts

Besides these ducts the Fibre Optic Cable also present buried in the ground in the road way width.

8.2 IMPACT

An important part of the later detailed design will be to fully determine impacts and design, in

conjunction with utility companies, the diversions or strengthening or crossing (via pipe crossings to

be provided under the roadworks contract) locations and works. It is also very important to note that

in “urban” road projects service relocations are an important part of the preplanning, both on the

actual work [definition and phasing] and especially on the material procurement side, as in simplistic

terms one cannot relocate power lines, telephone lines and waterlines without at least a reasonable

amount of cable, pipes and fittings already in stock and immediately available.

Some installation of cross-ducting at standard intervals in urban and rural areas [for possible future

utility use] will also be necessary.

It should be noted that there may be additional land requirements identified in the final design as the

available ROW is insufficient to accommodate the moving of utility services and the tree planting

proposals.





Chapter 9: Contents


9. HYDROLOGY, DRAINAGE AND CANALS ............................................................................. 2

9.1 HYDROLOGY ................................................................................................................................ 2

9.2 SURFACE DRAINAGE ................................................................................................................... 3

9.3 COLLECTION OF DATA (FOR VIJAYAWADA & HANUMAN JUNCTION BYPASS) .................................. 3

9.3.1 Return Period and Rainfall.................................................................................................... 3

9.3.2 Cross-Sections and Longitudinal Section at Bridges ........................................................... 4

9.4 HYDROLOGY AND HYDRAULICS OF THE CROSS-DRAINAGE STRUCTURES ....................................... 4

9.4.1 Assessment of Maximum Flood Level (MFL) ....................................................................... 4

9.4.2 Assessment of Peak Discharge for streams ......................................................................... 4

9.4.3 Hydraulic Analysis for Design HFL ....................................................................................... 5

9.4.4 Afflux Calculation .................................................................................................................. 5

9.5 SUMMARY OF HYDROLOGICAL STUDIES ........................................................................................ 6 9.5.1 River crossing - Hydrological Study ...................................................................................... 6

9.5.2 Stream crossings - Hydrological Study .................................................................................. 7

9.6 SURFACE DRAINAGE .................................................................................................................... 7

9.7 HIGH EMBANKMENT DRAINAGE .................................................................................................... 8





9. HYDROLOGY, DRAINAGE AND CANALS

9.1 HYDROLOGY

Hydrology is one of the important aspects for design of bridge structures across streams. The main

objective is to determine the anticipated floods and other parameters such as design discharge, flow

velocity, HFL, scour depth, etc. The bridge structure should be designed such that it can pass the

anticipated floods without endangering the structure. The hydrological and hydraulic studies have

been carried out in accordance with IRC Special Publication No. 13-2004 (“Guidelines for the Design

of Small Bridges and Culverts”) and IRC: 5-1998 (“Standard Specifications & Code of Practice for

Road Bridges, Section I General Feature of Design”).

A long list of structures [mostly for drainage, canal crossings, rivers etc.] is given in Chapter 13,

section 13.2. Additionally quite a lot of smaller size crossing pipe and slab culverts exist.

The project influence area covered by the project road receives low to medium rainfall. The terrain is

generally plain. The soil is predominantly black cotton and clayey soils.

There is one major river (Krishna, tributaries of River Krishna, each crossed by long structures) and

many streams and canals are crossed by the project road.

There are a number of canals running parallel to the road and at right angles to these streams. At

some locations the streams terminate in the canals which obstruct the free flow of flood waters. This

arrangement leads to heading up of water and flooding on the up stream side.

The length of the structures present across these major rivers is presented in the following table.

Table 9.1 Lengths of Major Bridges Crossing Rivers

Chainage River Crossing ± Length of the structure

Km 15+970 Krishna 3144m

It was noticed [during our recent inspections] most if not all of the smaller pipe culverts are blocked,

and this obviously may cause local problems in the wet season. These culverts must be cleaned out

and kept clean as necessary..

The widening of the road [to 6 Lanes] plus the addition of service roads will require more [and larger

capacity] longitudinal drainage. This must be included by the Concession Company in their detail

designs.

There are canals and irrigation channels running in close proximity to NH5 at a number of locations.

The details of canals running parallel along the project road in Vijayawada-Gundanagolu section are

given in the following table.





Table 9.2: Existing Canal Details

LHS RHS

From km To km Offset

from CL Remark From km To km

Offset from CL

Remark

1034+080 1022+880 15-20 m Irrigation Channel

1033+380 1022+480 13-30 m Major Canal

± Total length 11.2 km ± Total length 10.9 km

9.2 SURFACE DRAINAGE

Proper and adequate drainage of a road is very important for preventing damage to pavement

structure and for its efficient functioning. The main elements which contribute for drainage of the road

are:

i) Cross drainage

ii) Roadway including pavement surface drainage and

iii) Drainage at superelevated section.

There exist cross-drainage culverts and bridges on the existing road network. The adequacy of the

existing waterway has been examined in detail in respect of the existing road sections. However it

may be stated here that for the culverts having, inter-alia, inadequate waterway width it is proposed

that the Concession Company must examine in detail the all problems and propose new ones with

adequate waterway, vertical clearance and width suiting to the 6-lane facility.

The road surface drainage is achieved by providing appropriate cross fall/camber leading to

longitudinal drains with proper outfall. Earthen longitudinal drains at isolated locations are present on

both sides at the end of ROW and have adequate section to cater to the requirements for efficient

drainage and suitably connected to proper outfall in the streams. However in the widening these

drains have to be re-built with proper outfalls. The lined drains are provided in the built-up areas

having a width varying from 1.2 to 2m and a depth of 1m covered with concrete blocks. Generally all

concrete drains in the project road are in good condition. Further widening of road will required the

shifting of these concrete drains to the extreme edge of the new carriage way.

9.3 COLLECTION OF DATA (FOR VIJAYAWADA & HANUMAN JUNCTION BYPASS)

There is one major (Krishna) river crossing and 10 stream crossings on this bypass alignment.

Accordingly the data needed for both the structures was collected from field observations, surveys

and statistics (from concerned govt. dept), topo-sheets etc. The alignment is crossing the river

Krishna at approximately 5.8Km upstream of the Prakasam barrage. As per the norms of NHAI past

50 years maximum flood data was collected and it is observed that the flood that was observed in

October, 2009 is the maximum in the past 50 years. So, that flood was considered as the design

flood for fixing the MFL for the present river crossing. The catchment area of the streams is

calculated from the Topo-sheets available on a scale of 1:50000 and 1:250000. Basing on the

catchment area obtained, using various methods the maximum discharge is calculated.

9.3.1 Return Period and Rainfall

As per IRC: 5 – 1998 (Standard Specifications and Code of Practice for Road Bridges, Section – 1,

General Features of Design) the bridge is to be designed for a period of not less than 50 years. A





flood of this specified return period should pass easily through the structure, while an extraordinary

and rare flood may pass without doing excessive damage to the structure or the road.

The 50-year, 24-hour rainfall for the zone under consideration is 240mm. (Ref: “Flood Estimation

Report for Eastern Coast Region (upper, lower & south), sub-zone – 4 (a, b & c)), published by the

CWC). Catchment areas are marked on Topographic maps from Survey of India of 1:50,000 and

1:2, 50,000 scales.

9.3.2 Cross-Sections and Longitudinal Section at Bridges

For the calculation of discharge of the river and streams by Area-Velocity method, topographical

survey including leveling surveys were carried out across and along the watercourses to determine

the cross-section and the slope. A number of cross-sections have been taken at regular intervals on

both upstream and downstream side of the structure, including one at the proposed location of the

structure in accordance with IRC specifications.

The following assumptions are made during peak discharge calculation:

For locations where water spreads over the banks, the cross-sections shall be extended up

to the HFL, in order to calculate the effective cross-section of flow.

The longitudinal section, to determine the bed slope, shall be taken at an approximate

regular interval following the channel course extending on both upstream and downstream

sides of the structure. Caution shall be exercised by following the curved flow line for

longitudinal gradient, rather than a straight line.

9.4 HYDROLOGY AND HYDRAULICS OF THE CROSS-DRAINAGE STRUCTURES

9.4.1 Assessment of Maximum Flood Level (MFL)

Basing on the past records of the floods observed at barrage, the design flood (maximum flood) will

be decided and basing on the MFL observed at the barrage, approximate water level at the required

location will be estimated. If the location of the river crossing is within the impounded water zone the

same level observed at the barrage with some velocity head due to the inflow will be taken as the

MFL. If it is out of the impounded water zone, the flow depth for that particular discharge will be taken

as the MFL at the required location. Thereafter afflux will be calculated and the final MFL will be

fixed.

9.4.2 Assessment of Peak Discharge for streams

The peak discharge and the HFL shall be calculated by following methods

Area velocity method

Empirical methods

Area – Velocity Method (Manning’s Formula)

Q = A x V

= A x [(1/n) x (R)2/3

x (S)1/2

]





Where

Q = the discharge in cumecs;

A = Area of the cross section in sq. m.;

V = Velocity in m/sec;

R = Hydraulic mean depth in m. = A / P;

P = Wetted perimeter of the stream in m.;

S = Bed slope of the stream; and

n = Rugosity Co-efficient.

Empirical Methods

Dickens Formula which is as under as per IRC SP-13.

Q = C M3/4

Where

Q = Peak run-off in m/sec

M = Catchment area in sq.km.

C = Coefficient of run-off, depends upon annual rainfall

The catchment area M can be determined from the toposheets or contours generated, Coefficient of

run-off C can be determined from IRC SP-13 depending upon the intensity of rainfall. This formula

gives a simplified approach and results are approximate. Comparison should also be made with

alternative methods for important structures.

Ryve's formula which is as under as per IRC SP-13.

Q = CM2/3

Where

Q = Peak run-off in m/sec

M = Catchment area in sq.km.

C = Coefficient of run-off, depends upon annual rainfall

The catchment area M can be determined from the topo-sheets or contours generated, Coefficient of

run-off C can be determined from IRC SP-13 depending upon the intensity of rainfall. This formula

gives a simplified approach and results are approximate. Comparison should also be made with

alternative methods for important structures.

9.4.3 Hydraulic Analysis for Design HFL

In hydraulic analysis, the Design HFL shall be calculated corresponding to the Design Discharge by

Manning’s Equation at the bridge site, as described above.

9.4.4 Afflux Calculation

When the waterway area of the opening of a bridge is less than the unobstructed natural waterway

area of the stream, i.e. when bridge contracts the stream, afflux occurs. The afflux will be calculated

using Molesworth formula as given below: -





12)/(015.088.17

2

aA

Vh

Where,

h = afflux in meters V = average velocity of water in the river prior to construction in m/sec A = Unobstructed sectional area of the river at proposed site in sq.m. a = Constricted area of the river at the bridge in sq.m.

9.5 SUMMARY OF HYDROLOGICAL STUDIES

The hydrological studies mainly comprise of two components namely the river crossing calculations

and the stream crossing calculations.

9.5.1 River crossing - Hydrological Study

As mentioned earlier, the maximum flood is observed on Oct 2009. But as per the records there is

another similar flood that was observed in 1903 for which higher MFL (approx. 2 ft more than 2009

flood level) was recorded. Since the difference is not much we have considered 1903 flood levels to

be on the safer side. Basing on the calculations it is observed that the river crossing is coming into

the impounded water zone. Calculations are given below.

Maximum Flood Level Calculations

C/S Area for the design flow 12125.22845 sq.m

wetted Perimeter for the design flow 2627.65757 m

Slope (1 in …) based on the contours 933.023

Manning's "n" for natural earthen sections 0.035

Hydraulic Radius 4.614462928 m

Velocity at the river crossing 2.592586299 m/s

Discharge carrying capacity 31435.70114 Cum/sec

1110142 Cu.ft /sec

Design Discharge (discharge observed in Oct 2009) 1110104 Cu.ft /sec

Water level for the design max flow

Bed level observed at a specific point (selected at random in the C/S)

19.590 m

Max water level for the flood discharge at the point 1.057 m

MFL due to the flow alone (not in the impounded water zone) 20.647 m

Velocity head (V2/2g) 0.343 m

Probable max afflux due to the collision between the still water and flowing water

0.350 m

MFL @ barrage 21.500 m

So Max of the two is of the impounded water level i.e 21.500 m

Adding the velocity head to it i.e. afflux due to the collision between the impounded water and flowing water

21.850 m

Basing on the above calculations, the MFL at the river crossing is fixed. Basing on this the structure

will be designed.





9.5.2 Stream crossings - Hydrological Study

In present case Discharge is calculated by Area Velocity Method and Empirical Methods also.

Maximum of the discharge obtained by these methods is taken as Design Discharge. HFL is fixed to

match this Design Discharge with given cross section of the stream. Average depth of stream from

given cross section is considered and Vent-way is provided to cater this Design Discharge.

The calculations are given below in table for a brief glance.

SUMMARY OF BRIDGES

S.No. Design

Chainage Catchment Area (km2)

Design Discharge (cumecs)

Affluxed HFL (m)

Average Velocity, (m/sec)

Design Ventway

(m)

Design Depth

(m)

Vijayawada Bypass

1 3+360 0.000 29.624 27.500 1.159 30.000 0.919

2 8+210 99.015 345.278 21.381 2.524 36.000 3.886

3 21+240 22.650 194.347 21.900 2.270 20.000 4.376

4 23+350 14.575 82.054 18.961 2.203 25.000 1.553

5 30+565 2.163 19.619 20.660 2.013 10.000 1.036

6 33+250 2.073 19.006 19.268 1.562 15.000 0.924

7 34+250 0.000 19.307 21.000 1.648 10.000 1.367

8 36+500 0.659 8.046 21.887 1.017 12.000 0.800

9 40+900 3.230 26.503 22.195 2.096 10.000 1.539

10 43+250 40.323 196.117 21.915 2.502 50.000 1.628


11 5+391 10.000 78.728 100.625 1.883 32.000 2.522

NOTE:

Catchment Area is considered 0 sq km since topo sheets received from GSI contains no stream at

that particular chainage.

9.6 SURFACE DRAINAGE

Proper and adequate drainage of a road is very important for preventing damage to pavement

structure and for its efficient functioning. The main elements which contribute for drainage of the road

are:

i) Cross drainage ii) Roadway including pavement surface drainage and iii) Drainage at super elevated section. The road surface drainage is achieved by providing appropriate cross fall/camber leading to

longitudinal drains with proper outfall. Earthen longitudinal drains at isolated locations are present on

both sides at the end of ROW and have adequate section to cater to the requirements for efficient

drainage and suitably connected to proper outfall in the streams.





9.7 HIGH EMBANKMENT DRAINAGE

High embankment drainage particularly on high embankment approaches to bridges and road over

bridges have problems of erosion of embankment, side slopes and surface drainage in view of steep

longitudinal gradients on the approaches and roadway cross fall towards the embankment slopes.

This problem is proposed to be tackled by providing kerb and channel longitudinal drains at the end

of the paved shoulder and chutes at suitable intervals along the embankment. Embankment slopes

are proposed to be pitched as necessary to prevent rain cuts and erosion.

Design ESA

in Million

Bus LCV2-Axle

Truck

3-Axle

TruckMAV Total Year Wise

VDF values 0.62 0.62 2.43 6.46 18.13

2010 1,167 568 1,667 2,521 377 6300 3.87

2011 1,225 596 1,750 2,647 396 6614 4.06

2012 1,286 626 1,838 2,779 416 6945 4.26

2013 1,350 657 1,930 2,918 437 7292 2.28

2014 1,418 690 2,027 3,064 459 7658 1.94

2015 1,489 725 2,128 3,217 482 8041 3.95

2016 1,563 761 2,234 3,378 506 8442 4.15

2017 1,641 799 2,346 3,547 531 8864 4.35

2018 1,723 839 2,463 3,724 558 9307 4.57

2019 1,809 881 2,586 3,910 586 9772 4.80

2020 1899 925 2715 4106 615 10260 5.04

2021 1,994 971 2,851 4,311 646 10773 5.29

2022 2,094 1,020 2,994 4,527 678 11313 5.56

2,023 2199 1071 3144 4753 712 11879 5.83

2024 2,309 1,125 3,301 4,991 748 12474.00 6.13

2025 2,424 1,181 3,466 5,241 785 13097 6.43

2026 2,545 1,240 3,639 5,503 824 13751 6.75

2027 2,672 1,302 3,821 5,778 865 14438 7.09

2028 2,806 1,367 4,012 6,067 908 15160 7.45

2029 2,946 1,435 4,213 6,370 953 15917 7.82

2030 3,093 1,507 4,424 6,689 1,001 16714 8.21

2031 3,248 1,582 4,645 7,023 1,051 17549 8.62

2032 3,410 1,661 4,877 7,374 1,104 18426 9.05

2,033 3581 1744 5121 7743 1159 19348 9.50



Year

Commercial Vehicles Bothway (Vehicles/day)

Old

pavement

New

Pavement

(2012-2034) (2015 -2034)

Awarding &FC

4.06

8.32

10.60

12.54 1.94

16.49 5.89

20.64 10.0

24.99 14.4

29.56 19.0

34.36 23.8

39.40 28.8

44.70 34.1

50.25 39.7

56.09 45.5

62.21 51.61

68.65 58.0

75.40 64.8

82.49 71.9

89.94 79.33

97.75 87.15

105.96 95.36

114.58 103.98

123.63 113.03

133.13 122.53

Construction

period of 3yrs

6-lane facility




Remarks