FINAL FEASIBILITY REPORT_EGIS.pdf

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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...................................................................................................... 0-20.1.6 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 ProjectionTollable 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.......................................................................................................................... 0-150.11.1 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........................................................................................................ 0-5TABLE 0.2:ROAD DEVELOPMENT HISTORY............................................. ERROR!BOOKMARK NOT DEFINED.TABLE 0.3:TRAFFIC GROWTH RATES.................................................................................................... 0-7TABLE 0.4:PROJECTED TRAFFIC FOR THE WESTERNALIGNMENT SECTION 1 .......................................... 0-7TABLE 0.5:PROJECTED TRAFFIC FOR THE WESTERNALIGNMENT SECTION 2 .......................................... 0-7TABLE 0.6:TRAFFIC PROJECTIONS FOR THE PORTION FROM VIJAYAWADA BYPASS TO GUNDUGOLANU..... 0-8

TABLE 0.7:EXISTING TOLL PLAZAS........................................................................................................ 0-9TABLE 0.8:PROPOSED TOLLING SECTIONS............................................................................................ 0-9TABLE 0.9:YEAR WISE AND SECTION WISE TOLL REVENUE FOR ALL THE FOUR OPTIONS......................... 0-10TABLE 0.10:LIST OF EXISTING AND PROPOSED (BYPASS)MAJOR......................................................... 0-12TABLE 0.11:LAASSESSMENT FOR PREFERRED OPTION FOR EXISTING NH(OPTION-1) ......................... 0-15TABLE 0.12:LAASSESSMENT FOR PREFERRED OPTION FOR PROPOSED BYPASSES (OPTION-1) ........... 0-15TABLE 0.13:SUMMARY OF EXISTING/PROPOSED STRUCTURES............................................................ 0-16TABLE 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 BCEOMSociete Francaise dIngenierie, France in Association with BCEOM India Pvt. Limited,

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

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

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

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

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

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

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

safety of the traffic & the road users.

The stretch from Vijayawada to Chilakalurpet has been prioritised by NHAI for whichtenders have been called and the work has been awarded on DBFOT pattern. The

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

Rajahmundry.

Subsequently consultants were instructed to carryout feasibility study for providing

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

NHAI/CK1/PHASE-V/DPR/12/92 dated 21.05.10) has been issued to the Consultants by

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

feasibility report for Vijayawada bypass.

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

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

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

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

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

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

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

presented in following page.

0.1.2 Contract Objectives

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

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

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


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

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

ensures:

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

highway.

Enhanced operational efficiency of the highway.

Fulfillment of the access needs of the local population.

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

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

0.1.3 Inception Report

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

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

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

(Hanuman Junction Bypass). The report focused on:

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

The definition of the objectives of the project

The identification of likely issues and constraints

Methodology to achieve the Study Objective

0.1.4 Draft Feasibility Study Report

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

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

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

(Vijayawada Bypass).

0.1.5 Final Feasibility Study Report

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

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

and the revised guidelines issued by NHAI.

0.1.6 Recent NHAI Initiative

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

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

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

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

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


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

is proposed with minimum length of service roads.


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Egis BCEOM International, France in association with Egis I ndia ConsultingEngineers Pvt Ltd

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 ChainageKm 422+800,New Ch

1112+044)

Km 47+880

(Existing NH-5Chainage Km

1076+480)

47.88 Proposed Vijayawada Bypass

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

Junction (Existing NH-5)

Km 0+000

(Existing NH-5 Chainage

Km 1060+800)

Km 6+720

(Existing NH-5

Chainage Km

1055+650)

6.72Proposed 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 andpresented below:

Table 0.2: Traffic Growth Rates

PeriodTwo

WheelerCar

MiniBus

Bus LCV2 AxleTruck

3 AxleTruck

MAVup to6 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 rateand presented below:

Table 0.3: Projected Traffic for the Western Alignment Section 1

YearCar/

Jeep/Van

MiniBus

Bus LCV2 AxleTruck

3 AxleTruck

MAVup to 6

Axle

MAV>6

Axles

HCM/EME

TotalPCUs

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

Table 0.4: Projected Traffic for the Western Alignment Section 2

YearCar/

Jeep/Van

MiniBus

Bus LCV2 AxleTruck

3 AxleTruck

MAVup to 6

Axle

MAV>6

Axles

HCM/EME

TotalPCUs

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

earCar/

Jeep/Van

MiniBus

Bus LCV2

AxleTruck

3 AxleTruck

MAVup to

6Axle

MAV>6

Axles

HCM/EME

TwoWheeler

AutoRickshaw

TempoAgri

Tractor

AgriTractor

&Trailor

AnimalHanddrawn

CycleCycle

RickshawOthers

TollableTrafficPUCs

TotalPCUs

010 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

015 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

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

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

030 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

035 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

040 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

045 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+800Km 355+000 - Km

434+15081.6

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

1061+58039.1

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

1022+48039.1

Considering the development of the Vijayawada bypass, it is proposed to have total threetoll plaza two on the Vijayawada Bypass, one on section 1, one on section 2 and retainingthe existing toll plaza at Kalaparru.

The details are provided at Table 0.8below :

Table 0.7: Proposed Tolling Sections

S.No. Toll Plaza location Tolling Section Remarks

1Km 11+500

Of proposed VijayawadBypass

Kaza to GollapudiKm 0 to Km 18+650

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

2Km 35+000

Of proposed VijayawadaBypass

GollapudiChinnaavutapalliKm 18+650 to Km 47+880

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

3Km 1050+780

Of Existing VijayawadaGundugolanu section

Kanakadurga VaradhiGundugolanu

Km 1076+480 to Km1022+480

Includes HanumanJunction (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 twosections of Vijayawada bypass and the Hanuman Junction bypass are more than Rs 10Crores 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 8,431.542040-41 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 [enteringthe road, U turning in the medians, driving the wrong way down the road, grazing inthe median] which are incompatible with the high speed long distance facility this roadis supposed to provide.

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

Little thought has been given in villages and towns crossed as to how the localpopulation crosses the main National Highway [other than by praying first thenrunning 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 accesssystem (service roads providing access to the abutting properties and possibly to thelocal traffic, safe and comfortable grade separated crossings for motorised as well asnon motorised users, ramps and interchanges) and as a general principle featurespreventing access (fences, curbs and barriers).

A treatment of the median in order to prevent front collision and wrong side driving aswell 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 / vehicularunderpasses and their approaches, bus bays / bus stops and truck lay bays; Properturning 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 highwayas specified in the Manual for allowing traffic on to the other side of the highway incase 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 inSeptember 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 ProjectHighway. 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 SpanLength

(m)

Widthof

CW(m)

DeckWidth(m)

Type ofSuperstructure

1 1040+481

LHS(New)

24.53+36.38+37.15+36.85+24.68

159.59 7.5 9.91PSC T-Beam &

Voided slabRHS(New)

2 1034+907

LHS(New)

4 x 32.30 129.2 7.5 9.91 PSC T-BeamRHS

(New)

Vijayawada Bypass

1

15+970

(KrishnaRiver)

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 12PSC 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 bythe 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-PuccaStructures

Sq Mts 28482.08 2960 84306957

KutchaStructures

Sq Mts 8358.91 1400 11702474

3 Other Assets and Minor structures

Compoundwalls

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

SectionFromKm

To KmLength

(km)LA-LHS(sqm)

LA-RHS(sqm)

Total LA(sqm)

AvailableLand(sqm)

AverageWidth

required(m)

1Vijayawada

Bypass1100+6

801076+4

8024.200 1,487,010 1,487,010 2,974,020 0.000 60.0

2HanumanJunctionBypass

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 0.00Average 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


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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 ProposalsThe 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

2Widened to 3 Lane -

Additional 2 Lane Bridge -

2 Minor Bridges- 17 Nos.

Retained 1

17Replace 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

2Replace with new 3 Lane ROB -

Additional 2 Lane ROB -

4 Underpasses- 10 Nos.

Retained without widening -

10Widened to 3 Lane -

Replace with new 3 Lane 10

5 Culverts

Widened to 3 Lane 171

171Replace 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 dividedcarriageway to 6-lane divided carriageway facility for a length of 48.99 kilometersincluding rehabilitation of existing 4-lane carriageway and 6-lane bypass for HanumanJunction for a length of 6.72 kilometers and 4-lane bypass for Vijayawada Bypass fora 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 Tollplazas.

New/Widening of Existing Bridges & CD works: Improvement of 2 Major Bridgesand 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 of2 ROBs and New ROBs 3 numbers and 10 Underpasses to be Widened andadditional 23 new Underpasses to be constructed on existing road / bypasses. All thenumbers 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 andthe 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, RoadsideFurniture 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 likeweather 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.


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Feasibility Study for 6 Laning of

Vijayawada Gundugolanu section, NH 5Reports 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


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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 fromlocal 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 AlignmentTotal length of bypasses (km) 17 km


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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. LocationSection length

(km)Toll Section

1 Pottipadu (Km 1072+580)* 39.1 VijayawadaHanuman Jn.

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

Eluru/Gundugolanu

Total length # 78.2 km


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Fi ure 1: Pro ect Location: NH-5 Vi a awada-Gundu olanu 78.2km

Project Road Section of

Golden Quadrilateral


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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.


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

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

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

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

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

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

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

realistic bids are received from the prospective bidders.

1.4 SCOPE OF THE SERVICES

The Terms of Reference state:

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

Retrofitting six lane on existing 4 lane and Providing New Bypasses

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

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

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

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

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

The Consultants proposal shall ensure the following: The highway is safe for the road users and the public living adjacent to the highway

Operation of the highway is smooth and efficient

Construction is least disruptive to the users and the public

Land acquisition is kept to the barest minimum

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

Constraints of site are got over by proven technological solutions

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

manageable.

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

consultants Alternate alignment studies and finalization of bypass alignment


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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


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Feasibility Study for 6 Laning ofVijayawada Gundugolanu section, NH 5

Reports 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 OFACCESS] .................................................................................................................................. 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


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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%.


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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 thesome 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 thesuperelevation 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


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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 A LIGNMENT

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 GradientGradients 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 S4.4 / 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


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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.

DescriptionDesign

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 MedianRural 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 ShoulderRural 2.0m

Urban 1.5m

8Camber

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 CorridorRural 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


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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]S. No. Description Details

1 Design Speed 100 Kmph

2 Lane width 3.5 m

3 Raised MedianRural 4.5m

Urban 1.2m

4 Median side paved strip (Shy distance) 0.25 m

5 2-Lane carriageway 7.0m

6 Paved Shoulder 1.5m

7 Earthen ShoulderRural 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 CorridorRural 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%


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22 Minimum length of vertical curve 60 m

23 Vertical clearance over NH/SH 5.5 m

24 Vertical clearance over rail 6.525 Vertical clearance over rail for DFC 8.435 m

26 Horizontal Curve Parameters

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

360 120 5.00%

400 110 5.00%

500 95 5.00%

600 95 5.00%

700 95 5.00%

800 95 5.00%

900 95 4.90%

1000 85 4.40%

1200 70 3.70%1500 55 3.00%

1800 0 2.50%

2000 NR Normal Camber

10.10 DESIGN STANDARDS FOR BRIDGES/STRUCTURES

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

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

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

major bridges.

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

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

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

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

Railway Authorities.

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

flyover/ ROBs. For items not covered by latter, provisions of Special Publications and

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

2. Grades of Concrete for superstructures will be as per MOST Specifications and IRCStandards. The Minimum g

Documents

FINAL FEASIBILITY REPORT_EGIS.pdf