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Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)
SCRN-MP-COMPREHENSIVE DATABASE – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
Government of Uttar Pradesh
PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION
PREPARATION OF STRATEGIC CORE ROAD NETWORK - MASTER PLAN
FOR UTTAR PRADESH
MASTER PLAN
Volume 2
CONTENTS
1. VISION STATEMENT 1-1 1.1. PREAMBLE 1-1 1.2. VISION STATEMENT FOR ROAD DEVELOPMENT 1-2
1.2.1. Background 1-2
1.2.2. India’s Vision for Year 2020 1-2
1.2.3. India’s Core Strengths and Inherent Weaknesses 1-3
1.2.4. Vision for Economic Development during 2011-2031 1-3
1.2.5. Vision for Road Development in UP for 2031 1-4
1.2.6. Sustainable Road Development 1-8
1.2.7. Sodic Soil 1-9
1.2.8. Use of Geo-Textiles for slope protection 1-9
1.2.9. Silty Soil 1-9
1.2.10. Riverbanks 1-9
1.2.11. Replacement of Old-Brick-Arch Bridges 1-9
1.2.12. Urban Roads 1-10
1.2.13. Energy Conservation 1-10
1.2.14. Quality Systems 1-10
1.2.15. Funding of Road Projects 1-11
2. DEVELOPMENT AND OPERATION OF BASE YEAR TDM 2-1 2.1. NETWORK DEVELOPMENT 2-1
2.1.1. Cube Software Description & Requirement 2-1
2.1.2. Network Plan Preparation on GIS & Cube Platform 2-4
2.1.3. Base Map Preparation on GIS 2-4
2.1.4. Network Building from Base Map on Cube Software 2-7
2.1.5. Network Coding 2-7
2.1.6. Final Node and Link Diagram for Current Study 2-12 2.2. TRAFFIC ANALYSIS ZONES (TAZ) 2-12
2.2.1. Methodology of Zone Formation 2-12 2.3. TRAVEL CHARACTERISTICS 2-18
2.3.1. Passenger Traffic 2-18 2.4. FREIGHT TRAFFIC 2-24
2.4.1. Total Daily Trips by Movement Type 2-24 2.5. FINDINGS FROM TRAVEL DATA ANALYSIS 2-31
2.5.1. Passenger Traffic 2-31
2.5.2. Freight Traffic 2-32 2.6. BASE YEAR TRAVEL DEMAND MODELLING 2-32
2.6.1. Context 2-32 2.7. MODELLING APPROACH ADOPTED 2-33
2.7.1. Intra-Regional Travel Demand 2-33
2.7.2. Passenger 2-33
2.7.3. Freight Demand 2-36
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)
SCRN-MP-COMPREHENSIVE DATABASE – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
2.7.4. Inter State Passenger Travel Demand 2-37
2.7.5. Model Calibration 2-37 2.8. MODEL INPUT GENERATION 2-37
2.8.1. Traffic Zone System 2-37
2.8.2. Transportation Network 2-37
2.8.3. Traffic & Travel Characteristics 2-38 2.9. DEVELOPMENT OF BASE YEAR OD MATRIX 2-38
2.9.1. Background 2-38
2.9.2. OD Matrix Development 2-39 2.10. BASE YEAR TRAVEL TIME MATRIX 2-40 2.11. TRAVEL DEMAND MODELS AND ITS CALIBRATION 2-40
2.11.1. Trip Generation Models 2-40
2.11.2. Trip Production for Passenger Trips 2-41
2.11.3. Trip Attraction for Passenger Trips 2-45
2.11.4. Trip Production for Freight Trips (Tonnage) 2-50
2.11.5. Trip Attraction for Freight Trips (Tonnage) 2-56
2.11.6. Trip Distribution Models 2-64
2.11.7. Trip Assignment and Validation 2-65 2.12. ASSESSMENT OF GROWTH DYNAMICS OF THE REGION(S) 2-72
2.12.1. Population 2-72
2.12.2. Population Projections for UP 2-73 2.13. ECONOMIC DIMENSION 2-75
2.13.1. Employment 2-75
2.13.2. State Income 2-77
2.13.3. Per Capita Income 2-78 2.14. ROAD RAIL TRAFFIC TRENDS 2-80
2.14.1. Overview of Railway Sector in India 2-81
2.14.2. Overview of road sector in India 2-81
2.14.3. Trends of road and rail traffic share in India 2-82
2.14.4. TRENDS OF ROAD AND RAIL TRANSPORT IN UTTAR PRADESH 2-83
2.14.5. Inferences on Rail network development of Road Transport Share in UP 2-84
3. TRANSPORT DEMAND FORECAST 3-1 3.1. PLANNING FORECAST 3-1
3.1.1. Population Forecast 3-1
3.1.2. Workers Forecast 3-7 3.2. DEMAND FORECAST 3-12
3.2.1. Trip End Forecast 3-13
3.2.2. Traffic Forecast Summary 3-16
3.2.3. Trip Distribution 3-17
3.2.4. Traffic Assignment 3-17 3.3. HORIZON YEAR ROAD NETWORK 3-25
3.3.1. Planned Projects 3-25 3.4. CONCLUSIONS 3-26
4. IDENTIFICATION OF STRATEGIC CORE ROAD NETWORK 4-1 4.1. EXTRACTS FROM SETTLEMENT POTENTIAL ANALYSIS 4-1 4.2. SUMMARY OF SETTLEMENT POTENTIAL ANALYSIS 4-1
4.2.1. Weighted Index Method (Development Potential Index, DPI) 4-3
4.2.2. Settlement Hierarchy 4-12 4.3. STRATEGIC CORE NETWORK - APPROACH 4-15
4.3.1. Vision Statement for Strategic Core Road Network 4-15
4.3.2. Approach 4-16 4.4. SCREENING OF NETWORK 4-19
4.4.1. Introduction 4-19
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)
SCRN-MP-COMPREHENSIVE DATABASE – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
4.4.2. Scoring of Network Links 4-21 4.5. INITIAL CORE NETWORK IDENTIFICATION 4-22
4.5.1. Identification of Common set of Network links 4-22 4.6. CORE NETWORK EVALUATION 4-23
4.6.1. Introduction 4-23
4.6.2. Evaluation of Alternative Scenarios 4-23
4.6.3. Identification of Additional Links 4-24
4.6.4. Initial Strategic Core Network 4-24
4.6.5. Strategic Core Network 4-27 4.7. IDENTIFICATION OF MAJOR TRAVEL CORRIDORS 4-33
5. ISSUES PERTAINING TO DESIGN OF PAVEMENT 5-1 5.1. IRC CODES ADOPTED 5-1 5.2. ADOPTION OF FLEXIBLE PAVEMENT DESIGN GUIDELINES IRC:37-2012 INSTEAD OF IRC:37-2001 5-1 5.3. VEHICLE DAMAGE FACTOR 5-2
6. COST OF ROAD IMPROVEMENTS OF CORE NETWORK 6-1 6.1. CORE NETWORK LENGTH 6-1 6.2. TYPES OF IMPROVEMENTS PROPOSED 6-2
6.2.1. Removal of deficiencies 6-2
6.2.2. Capacity Augmentation 6-2
6.2.3. Replacement of railway level crossing by ROBs 6-2
6.2.4. Replacement of Pontoon Bridges by RCC bridges 6-2 6.3. ESTIMATES FOR ROAD IMPROVEMENT WORKS 6-2
6.3.1. Typical Estimates 6-2
6.3.2. Road Widening and Strengthening Schemes 6-3
6.3.3. Rates 6-3
6.3.4. Unit Cost of Widening and Strengthening 6-4
6.3.5. Costs of Road Improvements of Various Categories 6-5
6.3.6. Total Cost of Road Improvements 6-5 6.4. REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES IN THE CORE NETWORK 6-5
6.4.1. Need 6-5
6.4.2. Number of Pontoon Bridges in Core Network 6-6 6.5. NEW RCC MAJOR BRIDGES 6-6 6.6. REPLACEMENT OF RAILWAY LEVEL CROSSINGS BY ROBS 6-6 6.7. SUMMARY OF COST OF IMPROVEMENT TO CORE NETWORK AT CURRENT RATES (COMPARATIVE COSTS) 6-6
7. ECONOMIC ANALYSIS 7-1 7.1. Importance of Economic Analysis 7-1 7.2. ECONOMIC ANALYSIS OF SH/MDR/ODR (WIDENING / STRENGTHENING) 7-1
7.2.1. Widening and strengthening 7-1
7.2.2. Single Lane/ Intermediate Lane Road and Two-Lane Road to Four-Lane Road 7-1
7.2.3. Economics of Widening SH/MDR/ODR from Single Lane to Two-lanes 7-1
7.2.4. Economics of Widening SH/MDR from Intermediate Lane to Two Lanes 7-1
7.2.5. Basis for Economic Analysis for Widening 7-1
7.2.6. Phasing 7-2
7.2.7. Details of EIRR 7-3
8. OUTLAYS & PHASING FOR IMPROVEMENTS FOR CORE NETWORK 8-1 8.1. IMPROVEMENTS PROPOSED 8-1 8.2. PHASING OF CORE NETWORK 8-1
8.2.1. Widening / Strengthening of Core Network 8-1
8.2.2. Replacement of railway level crossings by ROB(s) 8-1
8.2.3. REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES 8-2 8.3. PROPOSAL FOR CONNECTING DISTRICT HEADQUARTERS TO LUCKNOW WITH 4-LANE HIGHWAY 8-5
8.3.1. Background 8-5
8.3.2. District Head-Quarters already connected to Lucknow by 4-lane National Highway 8-5
8.3.3. District HQs to be connected under proposed construction programme 8-5
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)
SCRN-MP-COMPREHENSIVE DATABASE – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
8.3.4. District HQ located on 2-lane NHs through 2-laning with shoulder (GOI Funding) 8-6
8.3.5. 4-laning of Roads to connect remaining District HQs to Lucknow 8-7
9. UP-GRADATION PLAN 9-1 9.1. UP-GRADATION OF SH/MDR/ODR NOT COVERED IN THE CORE NETWORK 9-1
9.1.1. Criteria for Selecting State Highways (SH) 9-1
9.1.2. Major District Roads (MDR) 9-2 9.2. RURAL ROADS 9-2
9.2.1. ODRs and VRs 9-2 9.3. PROPOSED UPGRADED ROAD NETWORK FOR THE YEAR 2031 9-3 9.4. ROUGH COST OF UP-GRADATION OF ROADS 9-3 9.5. ROBs IN UP-GRADATION WORK 9-4 9.6. NEW BRIDGES OTHER THAN PROPOSED IN CORE NETWORK 9-4 9.7. REPLACEMENT OF PONTOON BRIDGES 9-5 9.8. CANAL BANK ROADS 9-5 9.9. BYPASSES AND RING ROADS 9-6
10. CONNECTIVITY STATUS OF HABITATIONS 10-1 10.1. INTRODUCTION 10-1 10.2. STATUS OF CONNECTIVITY UNDER PMGSY 10-2 10.3. STATUS OF CONNECTIVITY ACCORDING TO STATE PWD 10-2
11. IMPLEMENTATION PLAN 11-1 11.1. PREAMBLE 11-1 11.2. IMPLEMENTATION ISSUES 11-1
11.2.1. Mode of Financing 11-1
11.2.2. Mode of Implementation 11-1
11.2.3. Use of Technologies 11-2
11.2.4. Packaging 11-2
11.2.5. Environment & Social Aspects 11-2
11.2.6. Consolidation & Preservation of Road Assets 11-3
11.2.7. Over Loading of Vehicles 11-4 11.3. INSTITUTIONAL DEVELOPMENT ISSUES OF UP PWD 11-4
11.3.1. UPPWD - A Brief History 11-4
11.3.2. Current Functions of UPPWD 11-5
11.3.3. Vision Statement 11-6
11.3.4. SWOT Analysis 11-6
11.3.5. Suggestions for Re-organising the PWD 11-9 11.4. PUBLIC PRIVATE PARTNERSHIP (PPP) POTENTIAL 11-17
11.4.1. Introduction 11-17
11.4.2. Appraisal of State Road Fund Policies 11-18
11.4.3. State Road Sector 11-18
11.4.4. Planning for the Future 11-18
11.4.5. Strategies for Implementing State Roads through PPP 11-19
11.4.6. Review of PPP Initiatives in Other States in India 11-20
11.4.7. NH Policy (Draft) for PPP 11-22
11.4.8. PPP on State Highways 11-23
11.4.9. Recent Empanelment Initiatives by NHAI 11-23
11.4.10. Evaluation of Various PPP Models 11-24
11.4.11. Specific Issues on PPP 11-27
11.4.12. Model Package for Core Network Roads on State Highways 11-29
11.4.13. Financial Analysis 11-30
11.4.14. State Highway Development Programme (SHDP) of GoUP 11-38 11.5. ROAD MAINTENANCE STRATEGIES 11-40 11.6. ROAD SAFETY FOCUS 11-43 11.7. ROAD MANAGEMENT SYSTEM 11-43 11.8. RESOURCE MOBILIZATION 11-44
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)
SCRN-MP-COMPREHENSIVE DATABASE – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
11.8.1. Key Objectives of SCRNMP 11-44
11.8.2. Project Rationale and Benefits 11-45
11.8.3. Implementation Agency and Funding Options 11-47
11.8.4. State Budget 11-49 11.9. WAY FORWARD 11-56
LIST OF TABLES
2.1 TEHSILS SHOWING PREDOMINANT URBAN CHARACTERISTICS
2.2 SAMPLE FORMAT FOR ZONING AREA DELINEATION
2.3 TRAFFIC ANALYSIS ZONES
2.4 DISRIBUTION OF INTERNAL & EXTERNAL TRIPS
2.5 DISTRIBUTION INTRA STATE TRIPS BY MODE OF TRAVEL
2.6 DISTRIBUTION INTRA STATE TRIPS BY PURPOSE OF TRAVEL
2.7 MAJOR PASSENGER TRIP GENERATING AND ATTRACTING
2.8 DISTRIBUTION OF FREIGHT TRAFFIC BY MOVEMENT
2.9 DISTRIBUTION OF FREIGHT TRAFFIC BY MODE
2.10 AVERAGE PAYLODS (TONNES)
2.11 AVERAGE LEAD OF GOODS VEHICLES
2.12 MAJOR FREIGHT TRAFFIC ATTRACTING AND PRODUCTION ZONES
2.13 OBSERVED PER CAPITA TRIP RATES-EXTRACTS FROM RELEVANT REGIONAL TRANSPORT STUDIES IN INDIA
2.14 ESTIMATED DAILY TRAVEL DEMAND ON REGIONAL ROAD SYSTEM FOR THE BASE YEAR – 2011
2.15 TRIP PRODUCTION AND ATTRACTION
2.16 DESIRABLE RANGE OF VARIATION BY FUNCTIONAL CLASSIFICATION STANDARDS
2.17 PERCENT DIFFERENCE TARGETS FOR DAILY VOLUME GROUPINGS
2.18 PERCENT ERROR BY TRAFFIC VOLUME GROUP & ROADWAY DESIGNS
2.19 VALIDATION OF TRIP ASSIGNMENT BY FUNCTIONAL CLASSIFICATION OF ROADS
2.20 PERCENT DIFFERENCE TARGETS FOR DAILY VOLUME GROUPINGS
2.21 PERCENT ERROR BY VOLUME GROUP AND ROADWAY DESIGN IN STUDY AREA
2.22 ANNUAL GROWTH RATE OF POPULATION
2.23 NET INCOME AT STATE & NATIONAL LEVEL
2.24 NET STATE INCOME OF UTTAR PRADESH (2004-10)
2.25 PER CAPITA INCOME AT CONSTANT PRICES
2.26 REVIEW OF RAILWAY EXPANSION STATUS
2.27 REVIEW OF EXISTING ROAD LENGTH STATUS IN INDIA
2.28 ACHIEVEMENT AND TARGETS OF INDIAN RAILWAYS – 11TH FIVE YEAR PLAN
2.29 TRENDS IN PASSENGER AND FREIGHT TRAFFIC – NR, LUCKNOW DIVISION
3.1 GROWTH TRENDS IN POPULATION OF UTTAR PRADESH
3.2 GROWTH RATES OF POPULATION
3.3 PROJECTED POPULATION BY GROWTH TRENDS
3.4 PROJECTED POPULATION IN HORIZON YEAR
3.5 ZONE WISE POPULATION PROJECTION
3.6 TRENDS IN WORKERS
3.7 PROJECTED WORKERS POPULATION
3.8 ZONE WISE WORKERS PROJECTION
3.9 INTRAZONAL TRAFFIC FORECAST SUMMARY
3.10 MODE-WISE VEHICLE REGISTRATION & NSDP
3.11 ELASTICITY COEFFICIENTS
3.12 MODEWISE ELASTICITY VALUES
3.13 ADOPTED MODEWISE GROWTH RATES FOR BAU SCENARIO
3.14 ADOPTED MODEWISE GROWTH RATES FOR OPTIMISTIC SCENARIO
3.15 ADOPTED GROWTH RATES FOR REALISTIC SCENARIO
3.16 MODE WISE INTER-REGIONAL TRAFFIC FORECAST SUMMARY WITH DIFFERENT SCENARIOS
3.17 TRAFFIC FORECAST SUMMARY
3.18 MODE WISE TRAFFIC FORECAST SUMMARY
3.19 DETAILS OF PROPOSED MAJOR ROAD PROPOSALS PROJECTS IN UTTAR PRADESH
4.1 WEIGHTINGS FOR VARIOUS ATTRIBUTES
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)
SCRN-MP-COMPREHENSIVE DATABASE – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
4.2 (A): DEVELOPMENT POTENTIAL INDEX (RURAL)
4.2 (B): DEVELOPMENT POTENTIAL INDEX (URBAN)
4.3: RANKING OF DISTRICTS BY DPI (RURAL & URBAN)
4.4 (A) HIERARCHY OF GROUP OF SETTLEMENTS BY POP AT DISTRICT LEVEL – RURAL
4.4 (B) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI AT DISTRICT LEVEL – RURAL
4.4 (C) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI & POP AT DISTRICT LEVEL – RURAL
4.5 (A) HIERARCHY OF GROUP OF SETTLEMENTS BY POP AT DISTRICT LEVEL – URBAN
4.5 (B) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI AT DISTRICT LEVEL – URBAN
4.5 (C) HIERARCHY OF GROUP OF SETTLEMENTS BY POP & DPI AT DISTRICT LEVEL – URBAN
4.6 ASSIGNED WEIGHTS TO PARAMETERS
4.7 ASSIGNED WEIGHTS TO INDIVIDUAL MEASURES OF PARAMETERS
4.8 EVALUATION OF SCENARIOS
4.9 SUMMARY OF INITIAL STRATEGIC CORE NETWORK
4.10 ASSIGNED WEIGHTS PARAMETERS – REVISED AND FINAL
4.11 RANGES OF SORES ACHIEVED FOR SH AND MDR CATEGORY
4.12 SUMMARY OF FINAL CORE NETWORK
4.13 SCORING ACHIEVED ON SH AND MDR
6.1 NEW NATIONAL HIGHWAYS DECLARED IN UP STATE
6.2 BASIC RATE OF MATERIALS
6.3 TYPICAL COST OF IMPROVEMENTS
7.1 SUGGESTED PHASING
8.1 COST OF IMPROVEMENTS OF SH/MDR/ODR IN CORE NETWORK IN EACH PHASE (RS IN CRORE)
8.2 PHASE-WISE COST ESTIMATE FOR STRATEGIC CORE NETWORK (2014-2031) – WITH ESCALATION @6% PER ANNUM
8.3 DISTRICT HQ ALREADY CONNECTED TO LUCKNOW BY 4-LANE NH
8.4 CONNECTIVITY OF DISTRICT HQ. WITH NH
8.5 CONNECTIVITY OF DISTRICT HQ. WITH NH THROUGH GOI SCHEME
8.6 LIST OF DISTRICT HQS ON 2-LANE NHS FOR WHICH UP GOVT. HAVE REQUESTED GOI FOR 4-LANING OR 2-LANE WITH
SHOULDER
8.7 4-LANING OF SH PROPOSED/ UNDER CONSTRUCTION FOR CONNECTING DISTRICT HQS WITH LUCKNOW
8.8 4-LANE SHS UNDER CONSTRUCTION BY UPSHA
8.9 UP PWD’S PROGRAMME OF 4-LANING ROADS TO CONNECT DISTRICT HQS TO LUCKNOW
9.1 PROPOSED ROAD NETWORK FOR 2031
9.2 LENGTH OF ROADS TO BE UPGRADED
9.3 COST OF UP-GRADATION
9.4 PHASING OF UP-GRADATION OF ROADS
9.5 COST ABSTRACT AND PHASING OF UP-GRADATION
10.1 HABITATIONS LEFT FOR APPROVAL WITH POP MORE THAN 1000 (CENSUS 2001)
10.2 STATUS OF CONNECTIVITY (PMGSY) & (UPPWD)
10.3 SUMMARY OF HABITATIONS TO BE CONNECTED ON BASIS OF SINGLE CONNECTIVITY WITH CONNECTING ROADS
HAVING POPULATION 500 AND ABOVE AS PER CENSUS 2001 WHICH ARE NOT CONSIDERED IN PMGSY
10.4 SUMMARY OF HABITATIONS TO BE CONNECTED ON BASIS OF SINGLE CONNECTIVITY WITH CONNECTING ROADS
HAVING POPULATION BETWEEN 250-499 AS PER CENSUS 2001 WHICH ARE NOT CONSIDERED IN PMGSY
10.5 ZONEWISE WORK PLAN SUMMARY OF UNCONNECTED HABITATIONS TO BE CONNECTED WITH CONNECTING ROADS
HAVING POPULATION LESS THAN 250 AS PER CENSUS 2001 WHICH ARE NOT CONSIDERED IN PMGSY
10.6 BLOCKWISE WORK PLAN SUMMARY OF UNCONNECTED HABITATIONS TO BE CONNECTED WITH CONNECTING
ROADS HAVING POPULATION LESS THAN 250 AS PER CENSUS 2001 WHICH ARE NOT CONSIDERED IN PMGSY
10.7 SUMMARY OF UNCONNECTED HABITATIONS
11.1 IDENTIFIED STATE HIGHWAYS FOR PPP IMPLEMENTATION
11.2 RESULTS OF FINANCIAL ANALYSIS ON SELECT STATE HIGHWAYS
11.3 UP STATE HIGHWAY DEVELOPMENT PROGRAMME
11.4 SAVINGS IN FUEL AND VEHICLE OPERATING COST FROM ROAD IMPROVEMENTS TO STRATEGIC CORE NETWORK
11.5 SUMMARY & PHASING OF PROGRAM (IMPROVEMENT TO CORE NETWORK0
11.6 BUDGETARY ALLOCATIONS IN UTTAR PRADESH – ROADS AND BRIDGES
11.7 CAPITAL OUTLAYS IN VARIOUS STATES
11.8 PROPOSED BUDGETARY ALLOCATIONS IN CORE ROAD NETWORK FROM EXISTING SCHEMES / HEADS
11.9 PROPOSED PHASE-WISE ALLOCATIONS FOR DEVELOPMENT OF CORE NETWORK FROM STATE
BUDGET, CENTRAL FUNDS & OTHER SCHEMES INCLUDING MULTI-LATERAL BORROWINGS AND PPP
POTENTIAL
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)
SCRN-MP-COMPREHENSIVE DATABASE – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
LIST OF FIGURES
2.1 MODAL DEVELOPMENT WORK FLOW IN CUBE VOYAGER
2.2 METHODOLOGY FOR TRAFFIC ZONE FORMATION
2.3 TRAFFIC ANALYSIS ZONES
2.4(a to c) MOVEMENT PATTERN OF INTRASTATE & INTERSTATE PASSENGER TRIPS
2.5 ANALYTICAL FRAMEWORK FOR THE DEVELOPMENT OF TRANSPORT MODEL
2.6 DEVELOPMENT OF TRANSPORT DEMAND MODEL – FLOW CHART
2.7 CALIBRATION OF TRIP DISTRIBUTION MODEL
2.8 SCATTER PLOT FOR URBAN TRIP PROD WITH POPULATION
2.9 SCATTER PLOT FOR URBAN TRIP PROD WITH INCOME
2.10 SCATTER PLOT FOR RURAL (CAT I) TRIP PROD WITH POPULATION
2.11 SCATTER PLOT FOR RURAL (CAT II) TRIP PROD WITH POPULATION
2.12 SCATTER PLOT FOR RURAL (CAT III) TRIP PROD WITH POPULATION
2.13 SCATTER PLOT FOR URBAN TRIP ATTRAC WITH WORKERS
2.14 SCATTER PLOT FOR URBAN TRIP ATTRAC WITH INCOME
2.15 SCATTER PLOT FOR RURAL (CAT I) TRIP ATTRAC WITH WORKERS
2.16 SCATTER PLOT FOR RURAL (CAT II) TRIP ATTRAC WITH WORKERS
2.17 SCATTER PLOT FOR RURAL (CAT III) TRIP ATTRAC WITH WORKERS
2.18 SCATTER PLOT FOR URBAN FREIGHT TRIP PROD WITH WORKERS
2.19 SCATTER PLOT FOR URBAN FREIGHT TRIP PROD WITH INCOME
2.20 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP PROD WITH WORKERS
2.21 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP PROD WITH INCOME
2.22 SCATTER PLOT FOR RURAL (CAT I) FREIGHT TRIP PROD WITH WORKERS
2.23 SCATTER PLOT FOR RURAL (CAT II) FREIGHT TRIP PROD WITH WORKERS
2.24 SCATTER PLOT FOR RURAL (CAT III) FREIGHT TRIP PROD WITH WORKERS
2.25 SCATTER PLOT FOR URBAN FREIGHT TRIP ATTRAC WITH WORKERS
2.26 SCATTER PLOT FOR URBAN FREIGHT TRIP ATTRAC WITH PER CAPITA INCOME
2.27 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP ATTRAC WITH WORKERS
2.28 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP ATTRAC WITH INCOME
2.29 SCATTER PLOT FOR RURAL (CAT I) FREIGHT TRIP ATTRAC WITH WORKERS
2.30 SCATTER PLOT FOR RURAL (CAT II) FREIGHT TRIP ATTRAC WITH WORKERS
2.31 SCATTER PLOT FOR RURAL (CAT III) FREIGHT TRIP ATTRAC WITH WORKERS
2.32 TLFD PLOT BETWEEN OBSERVED AND ESTIMATED TRIPS
2.33 CUMULATIVE TLFD PLOT BETWEEN OBSERVED AND ESTIMATED TRIPS
2.34 BASE YEAR TRAFFIC ASSIGNMENT - COMBINED PCU
2.35 BASE YEAR TRAFFIC ASSIGNMENT - COMBINED PCU (TRAFFIC LOADS ON LINKS GREATER THAN 5000 PCU)
2.36 POPULATION GROWTH IN UP STATE
2.37 ANNUAL GROWTH RATE IN PERCENTAGE
2.38 GROWTH OF WORKING POPULATION IN UP
2.39 WORKERS PROFILE IN UP STATE
2.40 PER CAPITA INCOMES (REGION WISE) – CURRENT PRICES
2.41 TRENDS IN ROAD AND RAIL TRAFFIC (FREIGHT) SHARE
3.1 (a to c) REGRESSION PLOTS – MODE WISE VEHICLES ON NSDP
3.2 (a to f) TRAFFIC ASSIGNMENT – COMBINED PCU (PASS AND GOODS) FOR BASE AND HORIZON YEARS
3.3a HORIZON YEAR NETWORK – 2016
3.3b HORIZON YEAR NETWORK – 2021
3.3c HORIZON YEAR NETWORK – 2026
3.3d HORIZON YEAR NETWORK – 2032
4.1 METHODOLOGY ADOPTED FOR SETTLEMENT ANALYSIS
4.2 DISTRIBUTION OF DISTRICTS BY DPI
4.3 DISTRICT WISE RANKINGS BY DPI
4.4 APPROACH METHODOLOGY TOWARDS IDENTIFICATION OF CORE NETWORK
4.5 BASE YEAR NETWORK MAP
4.6 CORE ROAD NETWORK OF UP
4.7 CORRIDOR DEVELOPMENT PLOT
6.1 1-LANE ROAD TO 4-LANE ROAD WITHOUT PAVED SHOULDER
6.2 1.5-LANE ROAD TO 4-LANE ROAD WITHOUT PAVED SHOULDER
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)
SCRN-MP-COMPREHENSIVE DATABASE – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
6.3 2-LANE ROAD TO 4-LANE ROAD WITHOUT PAVED SHOULDER
6.4 4-LANE ROAD TO 4-LANE ROAD WITHOUT PAVED SHOULDER
6.5 1-LANE TO 2-LANE ROAD WITHOUT PAVED SHOULDER
5.6 1-LANE ROAD TO 2-LANE ROAD WITH PAVED SHOULDER
6.7 1.5-LANE ROAD TO 2-LANE ROAD WITHOUT PAVED SHOULDER
6.8 1.5-LANE ROAD TO 2-LANE ROAD WITH PAVED SHOULDER
6.9 2-LANE ROAD TO 2-LANE ROAD WITHOUT PAVED SHOULDER
6.10 2-LANE ROAD TO 2-LANE ROAD WITH PAVED SHOULDER
6.11 NEW 4-LANE ROAD (WITHOUT PAVED SHOULDER)
8.1 PHASING PLAN – 2014-17
8.2 PHASING PLAN (2014-31)
11.1 SUGGESTED HIERARCHY OF PUBLIC WORKS
11.2 ORGANISATIONAL STRUCTURE OF ENGINEER-IN-CHIEF
11.3 FRAMEWORK FOR PPP POTENTIAL ASSESSMENT
11.4 MAJOR PHASES OF ROAD PROJECT DEVELOPMENT AND DELIVERY
11.5 VARIOUS SOURCES OF FUNDING
11.6 BUDGET TRENDS IN UP – ROADS AND BRIDGES
11.7 EXISTING BUDGET ALLOCATION IN ROAD SECTOR IN UP (2013-2014)
11.8 TRENDS IN STATE AND CENTRAL BUDGET IN WIDENING / STRENGTHENING OF SH, MDR & ODR
11.9 SOURCES OF FUNDING
LIST OF ANNEXURES
VOLUME 1 ANNEXURE A-4.1 (a) DISTRICT WISE DATA COMPILATION OF SOCIO-ECONOMIC PARAMETERS - RURAL BLOCK
ANNEXURE A-4.1 (b) DISTRICT WISE DATA COMPILATION OF SOCIO-ECONOMIC PARAMETERS - URBAN BLOCK ANNEXURE A-4.2 (a) DISTRICT WISE DISPARITY INDEX (NUMERICAL DISPARITY) FOR RURAL BLOCKS ANNEXURE A-4.2 (b) DISTRICT WISE DISPARITY INDEX PER UNIT POPULATION FOR RURAL BLOCKS ANNEXURE A-4.2 (c) DISTRICT WISE DISPARITY INDEX (NUMERICAL DISPARITY) FOR URBAN BLOCKS ANNEXURE A-4.2 (d) DISTRICT WISE DISPARITY INDEX PER UNIT POPULATION FOR URBAN BLOCKS ANNEXURE A-4.3 (a) DISTRICT WISE CFI & DPI COMPUTATIONS AND RANKING (RURAL) ANNEXURE A-4.3 (b) DISTRICT WISE CFI & DPI COMPUTATIONS AND RANKING (URBAN)
VOLUME II ANNEXURE B-4.1 NETWORK ATTRIBUTES COMPILED AT DISTRICT LEVEL
ANNEXURE B-4.2 CORE ROAD NETWORK - STATE HIGHWAYS ANNEXURE B-4.3 CORE ROAD NETWORK - MAJOR DISTRICT ROADS ANNEXURE B-4.4 CORE ROAD NETWORK - OTHER DISTRICT ROADS ANNEXURE B-5.1(A) ANALYSIS OF OPTIONS FOR PAVEMENTS ANNEXURE B-5.1(B) DESIGN PARAMETERS – RIGID PAVEMENT ANNEXURE B-5.1(C) ANALYSIS OF RATES ANNEXURE B-5.2 LIFE CYCLE COST ANALYSIS ANNEXURE B-6.1 COST ESTIMATE OF CORE ROAD NETWORK (CORRIDOR & INDIVIDUAL ROAD SECTIONS) ANNEXURE B-6.3A PROPOSALS FOR MAJOR BRIDGES ON STATE HIGHWAYS – CORE ROAD NETWORK ANNEXURE B-6.3B PROPOSALS FOR MAJOR BRIDGES ON MAJOR DISTRICT ROADS – CORE ROAD NETWORK ANNEXURE B-6.3B PROPOSALS FOR MAJOR BRIDGES ON OTHER DISTRICT ROADS – CORE ROAD NETWORK ANNEXURE B-6.3D COST OF MAJOR BRIDGES ( NEW) ANNEXURE B-6.4 PROPOSALS FOR ROB IN CORE NETWORK (TVU MORE THAN 1,00,000) ANNEXURE B-7.1 EIRR & PHASING OF CORE NETWORK ANNEXURE B-9.1 UP-GRADATION OF MDR/ODR TO STATE HIGHWAY ANNEXURE B-9.2 UP-GRADATION OF ODR TO MDR ANNEXURE B-9.3 UP-GRADATION OF VR TO ODR ANNEXURE B-9.4 PROPOSAL FOR R.O.B IN OTHER THAN CORE NETWORK (TVU MORE THAN 100000) ANNEXURE B-9.5 LIST OF NEW BRIDGES ANNEXURE B-9.6 LIST OF PONTOON BRIDGES TO BE REPLACED BY NEW RCC BRIDGES ANNEXURE B-9.7 LIST OF IDENTIFIED CANAL ROADS ANNEXURE B-9.8 LIST OF BYPASSES / RING ROADS
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ABBREVIATIONS A
N
ADT Average Daily Traffic NABARD National Bank for Agriculture and Rural Development
ADB Asian Development Bank NAREGA National Rural Employment Gaurantee Act
APCP Assam PWD Computerisation Project NCR National Capital Region
ASI Annual Survey of Industries NCR North Central Railways
ATL Average Trip Length NER North Eastern Railways
ATMS Advance Traffic Management System NEFR Northeast Frontier Railways
NG Narrow Gauge
B
NH National Highway
BAU Business as Usual NHAI National Highway Authority of India Limited
BC Bituminous Concrete NHDP National Highway Development Programme
BG Broad Gauge NIC National Informatics Center
BOO Build Own Operate NOIDA New Okhla Industrial Development Authority
BOOT Build Own Operate Transfer NPV Net Present Value
BOT Built Operate Transfer NR Northern Railways
BOQ Bill of Quantities NRRDA National Rural Road Development Agency
BPL Below Poverty Line NRI Non Resident Indian
BPKM Billion Passenger Kilometer NSDP Net State Domestic Product
BTKM Billion Tonne Kilometer NWR North Western Railways
BTO Build Transfer Operate
BSNL Bharat Sanchar Nigam Limited O
OD Origin-Destination
C
ODR Other District Road
CAGR Compound Annual Growth Rate OG Outer Growth
CBR California Bearing Ratio O&M Operation and Maintainance
CC Cement Concrete OMMS Online Management and Monitoring System
CDO Central Design Office OPRC Output and Performance based Road Maintainance Contract
CDS Cross Drainage Structure
CEPT Common Effluent Tratment Plant P
CFI Cumulative Function Index PCI Per Capita Income
COI Census of India PCI Pavement Condition Index
CPWD Central Public Works Department PCU Passenger Car Unit
CR Central Railways PMC Premix Carpet
CRN Core Road Network PMGSY Pradhan Mantri Gramin Sadak Yojna
CSO Central Statistical Organisation POL Petrolium Oil and Lubricants
CT Cantonment PPP Public Private Partnership
CV Commercial Vehicle PWD Public Works Department
CWC CentralWarehousing Corporation
D
Q
DASP Diversified Agricultural Support Prrgramme QC/QA Quality Check/Quality Assurance
DBFO Design Build Finance Operate QTY Quantity
DBFOT Design Build Finance Operate Transfer
DDP District Domestic Product R
DFC Dedicated Freight Corridor RAM Road Asset Management
DFCCIL Dedicated Freight Corridor Corporation of India Limited
RCC Reinforcement Cement Concrete
DI Disparity Index RCU Road Capacity Utilization
DMIC Delhi-Mumbai Industrial Corridor R&D Research and Development
DPI Development Potential Index RES Rural Engineering Services
DPR Detail Project Report RFAQ Request for Annual Qualification
DSCR Debt Service Coverage Ratio RFID Radio Frequency Identification
RFP Request for Proposal
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ABBREVIATIONS E
RGGVY Rajiv Gandhi Grameen Vidyuteekaran Yojana
ECR Eastern Central Railways RKVY Rastriya Krishi Vikas Yojna
ECoR Eastern Coast Railways RNI Road Network Inventory
EIRR Economic Internal Rate of Return RNMP Road Network Master Plan
EME Earth Moving Equipment ROB Road over Bridge
EPZ Export Processing Zone ROW Right of Way
ER Eastern Railways R&R Rehabilitation and Resettlement
ETC Electronic Toll Collection RTC Road Transport Corporation
RUB Road under Bridge
F
RSA Road Safety Audit
FDI Foreign Direct Investment
FIDIC International Federation of Consulting Engineers
S
FIRR Financial Internal Rate of Return SC/ST Schedule Caste/Schedule Tribe
FTWZ Free Trade Warehousing Zone SCR South Central Railways
SCRNMP Strategic Core Road Network Master Plan
G
SD Surface Dressing
GAIL Gas Authority of India Limited SDBC Semi Dense Bituminous Carpet
GDP Gross Domestic Product SER South East Railways
GIS Geographic Information System SECR South East Central Railways
GNIDA Greater Noida Industrial Development Authority
SEZ Special Economic Zone
GOI Government of India SH State Highway
GOUP Government of Uttar Pradesh SLC State Level Committee
GPS Global Positioning System SME Small and Medium Enterprises
GSB Granular sub-base SPV Special Purpose Vehicle
GSDP Gross State Domestic Product SR Southern Railways
SRDP State Road Development Programme
H
SRF State Road Fund
HCM Heavy Construction Machinery SRS Sample Registration System
HDM Highway Development and Management Model
SWOT Strength Weakness Opportunity Threat
HGV Heavy Goods Vehicle SWP State Water Policy
HOD Head of Department SWR South Western Railways
I
T
ICD Inland Container Depot TAZ Traffic Area Zone
INR Indian Rupees TDM Transport Demand Model
IPT Intermediate Para Transit TEU Twenty Foot Equivalent unit
IR Indian Railways TFR Total Fertility Rate
IRC Indian Road Congress TLFD Trip Length Frequency Distribution
IRR Internal Rate of Return TMC Turning Movement Count
IT Information Technology TNRDC Tamil Nadu Road Development Company
IWT Inland Water Transport TOR Terms of Reference
TVC Traffic Volume Count
J
TVU Train Vehicle Unit
JNNURM
Jawaharlal Nehru National Urban Renewal Mission
TWT Thin White Topping
JNPT Jawaharlal Nehru Port Trust
JRY Jawahar Rojgar Yojna U
ULB Urban Local Bodies
K
UNDP United Nations Development Programme
KMPH Kilometer per hour UP Uttar Pradesh
KWH Kilowatt Hour UPEIDA Uttar Pradesh Expressway Industrial Development Authority
UPNET Uttar Pradesh Wide Area Network
L
UPPWD Uttar Pradesh Public Works Department
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ABBREVIATIONS LCV Light Commercial Vehicle UPRNNL Uttar Pradesh Rajkiya Nirman Nigam Limited
LOS Level of Service UPSBCL Uttar Pradesh State Bridge Corporation Limited
LQ Location Quotient UPSIDC Uttar Pradesh State Industrial Development Corporation Limited
UPSHA Uttar Pradesh State Highway Authority
M
UPSRP Uttar Pradesh State Road Project
MAV Multi Axle Vehicle UPSRTC Uttar Pradesh State Road Transport Corporation
MB Municipal Boundary UT Union Territories
MC Municipal Corporation UTWT Ultra Thin White Topping
MCA Model Concession Agreement
MDR Major District Road V
MG Meter Gauge V/C Volume/Capacity
MICE Meeting Incentive Conference and Exhibition VGF Viability Gap Funding
MNC Multi National Company VOC Vehicle Operating Cost
MoCI Ministry of Commerce and Industries VOT Value of Time
MOEF Ministry of Environment and Forests VR Village Road
MORD Ministry of Rural Development
MORTH
Ministry of Road Transport & Highways W
MRTS Mass Rapid Transit System WMM Wet Mix Macadam
MSA Millions of Standard Axles WPI Wholesale Price Index
WR Western Railways
WCR West Central Railways
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VISION STATEMENT
1. VISION STATEMENT
1.1. PREAMBLE
i. As per well-documented publications, India will be a “Developed” Nation by 2020,
with a GDP growth rate of 8.5–9.0 per cent over the period 2007–2020, and its
economy will rank 4th in the world, after USA, China and Japan (Ref 1).
ii. Though UP have several weaknesses such as low literacy level, over-dependence on
agriculture, average infrastructure - challenging opportunities present themselves in
overcoming the past slow economic growth. Road transport will entail greater role in
making UP’s economy grow and reach All-India level standards.
iii. The targets for roads laid down in the Nation’s Lucknow Plan (1981-2001) have not
been achieved in UP. The road length is only 80 per cent of the targeted length of
2001. The State Highway length achieved is only 20 per cent of the 2001 target (Ref
9). Thus, UP shall have to make greater efforts to enlarge the middle hierarchy
segments i.e. SH and MDR network(s).
iv. Some of the targets that can be laid down are:
- Four-laning of carriageway of heavily trafficked SH with traffic above 15,000
PCU/day as per IRC:64 (Ref. 15)
- Strengthening of MDR
- Construction of bypasses for Cities having a population of above 5 lakh
- Reconstruction of weak and narrow bridges
- Provision of bridges at un-bridged crossing
- Conversion of Railway Level Crossings to ROBs / RUBs where the multiplication
of number of vehicles and number of trains i.e. train vehicle units exceeds
1,00,000
- Full connectivity to villages of population above 250 people
- Construction of 2849 km of Expressways, already identified by UPEIDA
reproduced.
v. Maintenance of roads and road assets shall be modernised by developing a GIS
based Road Information System with a sustainable and implementable plan. The
planning, budgeting and execution of maintenance of road infrastructure will be done
by a computerised ‘Road Maintenance Management System’.
vi. Consider alternative pavement options such as cement concrete roads, soil
stabilisation and composite pavements.
vii. Use of geo-textiles as crack-arresting layer
viii. Use of fly-ash in embankments
ix. Use of standardised spans for bridge construction and precast elements for
replacement of weak brick masonry arch bridges
x. Strengthening the Contracting Industry by enabling the Contractors to procure new
and modern equipment on hire/lease, providing facilities with capacity building to train
foremen and operators and standardising the Contract Documentation
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xi. The record of Road Safety of UP is not very good and can be ranked average.
Concerted efforts are needed to have better engineered roads, carrying out periodic
and regular ‘Road Safety Audit’ and ensuring ‘Safety in Construction Zones,
xii. Since UP has scarcity of stone materials and aggregates, efforts should be made to
minimise its use by resorting to soil-stabilisation and cement concrete roads. Cement
concrete roads can also serve to minimise the country’s dependence on bitumen,
which is becoming scarcer and costlier, as the World Petroleum Crude Reserves dry
up in coming years
xiii. Treatment of sodic soil should be given attention in the affected areas
xiv. Use of Jute and Coir-Reinforced Geo-Fabrics for slope protection should be
encouraged
xv. Apart from building by-passes to relieve congestion on urban roads, use of
interlocking concrete blocks and white-topping should be favoured when improving
urban streets. Dedicated Bus Rapid Transit corridors shall be planned in big cities
xvi. Energy conservation should receive high priority and adoption of concrete roads is a
proven measure to reduce energy consumption
xvii. In order to ensure that the large investments planned for the road sector are properly
spent it is necessary that good quality management systems are put in place.
1.2. VISION STATEMENT FOR ROAD DEVELOPMENT
1.2.1. Background
The Uttar Pradesh Public Works Department are wanting to formulate a Vision Statement
and preparing the ‘Strategic Road Master Plan’ for Roads in the State, with emphasis on
identifying the ‘Core Network’. The consultancy services for the project have been awarded
to Srei Infrastructure Finance Limited (SIFL) in association with L.R. Kadiyali and
Associates (LRKA). The study has been implemented in stages and this chapter presents a
broad vision statement conceived by the Consultants’ after studying various transport,
engineering and economic aspects.
1.2.2. India’s Vision for Year 2020
As a background for preparing the Vision Statement for Road Development in UP,
Consultants feel that it is necessary to have a perception of India’s Vision for 2020 for the
economic development. It may be noted here that the Planning Commission, Government
of India, had constituted a Committee in May, 2000 to formulate the country’s Vision 2020.
The Committee’s submitted its Report in 2002 (Ref-1). Another useful document on India
2020 has been authored by Dr. APJ. Abdul Kalam (past President of India) and Dr. Y.S.
Rajan (Ref-2). These two references serve as landmark contributions on how India is
expected to grow in the first two decades of the present millennium. They stir the
imagination and motivate all segments of society to greater effort. The salient features of
these documents are:
i. India can achieve a growth rate of 8.5 to 9.0 per cent over the period 2000–2020,
resulting in quadrupling the real per capita income and almost eliminating the
proportion of Indians below poverty line.
ii. India will be a ‘Developed” Nation by 2020, its economy which is ranked 11th among
207 Countries of the World in 2000 will rank 4th in the year 2020, after the U.S.A.,
China and Japan. India will no longer be a Low Income Country and will move into
the category of Upper Middle Income Country (Ref 1).
iii. By 2020, the people of India will be more numerous, better educated, healthier and
more prosperous than at any time in our long history. The nation will be bustling with
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energy, entrepreneurship and innovation.
iv. The country will have the advantage of a demographic profile with the majority of the
population in the working younger age group.
v. India will be transforming from an agrarian economy into a modern multi-dimensional
enterprise.
vi. India will be fully integrated into the global economy and will be a major player in
world trade.
vii. India will have a global advantage in the Information Technology (IT) Sector and
Knowledge-Based resources.
viii. In the Agricultural sector, India is entering the Post-Green Revolution Stage,
diversifying cropping patterns and increasing food processing. A ‘Second Green
Revolution’ is now being deliberated and discussed upon. A sustained growth rate of
4.0 to 4.5 per cent in the Agricultural sector is possible. India will emerge as a major
food exporting country after feeding its growing population.
ix. In the field of Education, India will achieve 100 per cent school enrolment in the age
group of 6 to 14. A 100 per cent literate India by 2020 is within the grasp of
achievement, given the present and future emphasis on education.
1.2.3. India’s Core Strengths and Inherent Weaknesses
Achieving the vision of a ‘Developed Country’ by year 2020, India’s core strengths are:
i. Its human resources base, with a favourable working age group
ii. Its vast natural resources base of ores and minerals
iii. Its rich biodiversity, abundant sunshine, varied agro-climate conditions with plenty of
rainfall and a vast sea-coast line.
iv. Its political stability with a democratic set-up
Some of the weaknesses are:
- India’s over-dependence on imported petroleum crude as a major source of energy
- Inadequate supply of infrastructure, particularly in the sectors of transport,
electricity and urban development (Ref 2)
- Environmental concerns, with growing global pressure on reduction of emissions,
just when the country is set to achieve a high growth rate
- Water shortages in major urban settlements
- Depleting forest reserves
1.2.4. Vision for Economic Development during 2011-2031
It must be noted that some States like Andhra Pradesh (Ref 3), Assam (Ref 4), Chattisgarh
(Ref 5) and Jharkhand (Ref 6) have also formulated ‘Vision Documents’ on the lines similar
to Planning Commission’s (Ref 1). As regards Uttar Pradesh, a document on UP’s
Development was prepared by the Planning Commission (Ref 7). Some of the major
strategies and recommendations in this study are:
i. There is a need to mobilise resources and funds for road development in the State
and to promote development
ii. With UP’s strength lying in its strong agricultural base, a new Green Revolution with
emphasis on diversification, agro-processing and better water management is the
need of the hour
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iii. UP must give top priority to rapid industrialisation. SEZs need to be created at places
such as Agra, Gorakhpur, Allahabad and Varanasi, besides the already planned ones
at Moradabad, Kanpur and Greater NOIDA
iv. Unorganised manufacturing in rural areas (handloom, handicrafts etc.) should be
encouraged
v. Policies conducive to ‘Private Participation’ should be adopted
vi. Introduction of e-Governance should be made mandatory.
vii. Transport infrastructure connecting regions and big business centres should be
improved.
Other experts have also studied UP’s present status of development and have mapped the
road ahead (Ref. 12). The salient observations are:
i. Though Uttar Pradesh is the largest State in the Country, it is presumed as also one
of the most backward in the country. The per capita income of UP, which was on par
with the National Level at the time of Independence, is now roughly half the National
Level. The economic growth rate has been slow and halting, leading to high levels of
poverty. Levels of health and education are areas of concern.
ii. There are sharp inter-regional variations in terms of economic and social
development. The western region is relatively more prosperous, the Central and
Bundelkhand Regions fall in the middle and the Eastern Region is the poorest.
iii. In terms of development, the State has been consistently moving on a downhill
course.
iv. In the infrastructure sector, the situation is poor. The power situation is dismal and the
road infrastructure is grossly inadequate. On the industrial front a lot needs to be
organised for favourable conditions.
v. Due to rural orientation of its economy, the State is not able to share in the gains
coming from the rapid growth of services and the manufacturing sector which are
prime movers of growth.
vi. There is a progressive decline in public investment in the successive plans, which
has reflected in the deceleration in the growth of state economy.
vii. Removing the infrastructure gap should receive the highest priority.
1.2.5. Vision for Road Development in UP for 2031
1.2.5.1. General
Uttar Pradesh with its 2,36,286 sq.km of area (representing 7.2 per cent of India’s share)
and with its population of 200 million (representing 16 per cent of India’s) (Ref 8) has a
great tradition of cultural, spiritual and political strengths and has been the bedrock of past
achievement of India and should form the foundation of the country’s future
accomplishments. With India having a vision to become the fourth largest economy in the
world in the near future, the role UP has to perform assumes great importance. The State
has several inherent strengths such as a vast, fertile and irrigated land, a sound agrarian
base, a vast human resource and a reputed class of civil engineers. However, it suffers
from certain weaknesses such as neglect of education, health, industry and infrastructure in
the past. Challenging opportunities present themselves in overcoming the past neglect and
taking the State to at least the all-India level, if not surpassing it.
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1.2.5.2. Role of Transport System in Improving UP’s Economy
Transport and economic development are closely inter-related, the ones that influence each
other. Though the State is having a good network of railways, rail transport has its own
limitations, particularly in a State like UP where nearly 80 per cent of its population live in its
scattered villages. A good road network is a basic requirement, if the State has to move
ahead in sectors like Agriculture, Trade, Industry, Tourism, Health and Education.
1.2.5.3. Targets laid down in Lucknow Plan (1981-2001) & Achievements / Gaps
The 1981-2001 IRC Road Development Plan, commonly known as the Lucknow Plan had
laid down definite norms for determining the length of each category of roads. The targets
calculated from the criteria contained in the document (for 2001) (Ref 9) and the actual
achievements (in 2011) (Ref 10) are as under:
Category Targets 2001
(Km)
Targets in Vision
2021 Document
(Km)
The reported length up to
(3/2011)
NH 5,888 5,864(3)
NH-6881
SH 9,637
(1)
34,497(2)
11,727
(3)
SH- 7957
MDR 59,310 23454(3)
MDR-7307
ODR/VR 254,662 Not Given
ODR-32986
VR-127689
UNPAVED-1154
Total
286982
Others - OTHER-125153
Total 309127
(1) On the basis 50 km grid
(2) On the basis of connectivity to all towns.
(3) On the basis of UP’s area as against India’s area.
1.2.5.4. Immediate Requirements of Road Network Expansion
It is thus apparent that the present road network in UP is grossly inadequate when
compared to the targets laid down for 2001. The length is just 56% of what was targeted.
The gap to be covered is very huge. The vision for the State should be firstly to bridge the
gap immediately. The length of SHs now in 2011 is 83% of what was targeted for the year
2001. The length of MDR in 2011 is only 12 per cent of what was targeted for 2001. In
village portion 15,845 km - CC Road has also been constructed up to 3/2011. As far as
ODR and rural roads are concerned the target has been achieved. Specifically, the efforts
should be to expand the SH and MDR network. In selecting new roads for being classified
as SH, a minimum length of each individual SH shall be 100 km. Similarly, the minimum
length of MDR shall be 40 km. The SH network shall be expanded to serve district
headquarters, sub-divisional headquarters, major industrial centres, places of commercial
interest, and places of tourist importance and major agricultural markets. The MDR network
should be expanded to connect all development block headquarters, towns and villages
with a population of above 5,000, which are not directly connected to NH or SH. The ODR
network shall be expanded to serve and connect villages with population of above 2,500
which are not connected with higher order roads.
1.2.5.5. Removal of Deficiencies in the Roads
Apart from expansion of the road network, the vision for the future will be to remove various
deficiencies in the present roads such as inadequate carriageway width leading to
congestion, delay, economic losses and road accidents, inadequate pavement thickness,
poor riding quality, weak and narrow bridges and culverts, absence of bypasses/ ring roads
at major settlements, un-bridged crossings, absence of Railway Overbridges at busy level
crossings and poor geometrics.
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The following targets will be laid down:
i. Four-laning of carriageway of SH having traffic greater than 15,000 PCU/day by the
year 2015.
ii. Two-laning of carriageway of the balance length of SH spread into stages as under:
2013–2021 15,000 km 2021–2031 13,500 km
iii. Two-laning of 40 per cent of MDR length, i.e. 24,000 Km spread into stages as under:
2013–2021 12,000 Km 2021–2031 12,000 Km
iv. Construction of Bypasses for congested habitations, targeting initially cities with
population above 5 lakh
v. Reconstruction of weak and narrow culverts and bridges
vi. Provision of bridges at un-bridged crossings
vii. Conversion of railway level crossing to ROBs where the multiplication of daily traffic on
the road and the number of trains i.e. TUV is more than I lakh per day.
viii. Removal of substandard geometrics and improvement of accident black spots to be
achieved by the year 2021.
ix. Construction of Expressways.
The following is the vision for village connectivity to be achieved as per the NRRDA’s Rural
Road Vision Document (Ref 11). The total habitation as per COI 2001 estimates in UP are
2.16 lakh. Unconnected habitations are about 43186. UP will achieve the vision of
connectivity of settlements by 2025. 36965 habbitations below 500 populations are
unconnected presently.
Category
Total Habitations (as per 2001
Census)
As per PMGSY As per
UPPWD
Remark Connected (upto Apr-
12)
Balance (upto Apr-12)
Habitation Sanctioned (in 12-13)
Balance (Apr-13)
Balance (Apr-13)
1000 > 41322 41315 7 0 7 1153 The diff. in Bal of
PMSGY and UPPWD un-connected
habitation is due to
change in Standard
followed for connectivity
500 to 999 49573 48855 718 685 33 5068
250 to 499 55616 37731 17885 70 17815 17835
< 250 70051 44843 25208 2 25206 19130
Total 216562 172744 43818 757 43061 43186
1.2.5.6. Maintenance
It shall be the endeavour of the Government to maintain the entire road network and
bridges in a good condition at all times of the year. The roads shall be pot-hole free, have a
good riding quality and have the traffic signs and road markings in a good condition. All
encroachments shall be removed as soon as noticed. It also suggested carrying out regular
traffic census as prescribed by the Indian Roads Congress. A web-enabled road
information system, containing the full details of the network, shall be developed on a GIS
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platform. The maintenance of roads and bridges shall be planned, budgeted and executed
on the basis of a computerised Maintenance Management System. Efforts will be made to
introduce mechanised maintenance operations with the use of mobile equipment, pot-hole
repairing machines and slurry seal machines, gradually reducing the gang-labour oriented
manual maintenance operations.
1.2.5.7. Alternative Pavement Options
Considering that UP has very limited resources of stone aggregates which involve very long
leads, and bitumen which is petroleum crude based is likely to become very scarce in the
coming years, the alternative of cement concrete pavement will be considered whenever
new roads are planned. The substitution of granular sub-bases and bases by soil-cement
stabilized layers and other proven stabilisation techniques shall be considered. For
strengthening existing bituminous pavements, white-topping shall be considered. The long-
term strategy shall be to convert all bituminous surfaces by cement concrete. A life-cycle-
cost analysis shall be carried out and a decision taken on the option involving lower life-
cycle-cost.
1.2.5.8. Use of Geo-textiles as crack-arresting option
In badly cracked and damaged portions of pavements, the use of geo-textiles as crack-
arresting layer shall be explored.
1.2.5.9. Use of Composite Pavements
In view of shortage of stone aggregates in UP, the option of constructing composite
pavements shall be explored.
1.2.5.10. Use of fly-ash
For constructing road embankments, the use of fly-ash shall be made mandatory wherein
fly-ash is available within 100 km lead. The use of fly-ash as partial replacement of cement
in concrete pavements shall be promoted. The possibility of soil-lime-flyash stabilisation for
use in sub-bases shall also be explored.
1.2.5.11. Use of standardised spans for bridge construction
Where replacement of a large number of weak bridges is involved, standardisation of spans
in discrete increments will help speedy execution. If found necessary, standardised precast
superstructure elements shall be manufactured at a central location.
1.2.5.12. Contracting Industry
In view of the large outlays being planned in the road sector, efforts will be made to
strengthen the contracting industry by enabling the contractors to procure more equipment,
have access to equipment on hire/lease, have facilities to train foremen and operators and
have a system of pre-qualification of contractors. The conditions of contract will be
standardised to incorporate the best practices enshrined in the FIDIC conditions of contract.
1.2.5.13. Road Safety
Road safety is a matter of serious concern in UP. Though UP has only 9.4 per cent of
India’s vehicle population, the number of fatalities per year is 15.1 per cent of all-India
average, as seen below (Ref 13):
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ROAD ACCIDENTS IN INDIA AND UP (2011)
No. of Fatalities No. of Vehicles Fatalities per 10,000
vehicles
All-India 1,42,485 14,18,65,607 10.04
UP 21,512 1,32,87,232 16.2
UP as percent
of all-India 15.09 9.4
It is thus seen that the road safety situation is not comfortable at all in UP and concerted
efforts are needed to improve the conditions, particularly of engineering of roads. The
solutions needed are:
i. Widening of roads, as needed by the traffic volume
ii. Provision of shoulders to pavements
iii. Improving the geometrics of roads, particularly radius, super-elevation, junctions,
median openings, sight distance etc.
iv. Providing traffic safety features such as traffic signs, road markings reflectorised solar
studs etc.
v. Observing the prescribed norms for safety in construction zones
All future road projects should make a separate provision for these measures. Road Safety
Audit should be carried out on all the roads when provisions are made for improvement.
1.2.6. Sustainable Road Development
As UP is on the threshold of a giant leap forward in the road modernisation, it is of special
concern that the development shall take care of sustainability. Sustainability shall take into
account the physical resources needed to build and maintain the roads. The physical
resources that need special attention are:
a. soil for forming embankments
b. stone aggregates
c. binder
Soil for forming road embankments will be needed in large quantities for widening the
roads, for constructing new roads (for giving village connectivity, for bypasses and for
expressways) and for approaches to bridges and railway over bridges. Though soil can be
borrowed from the land adjacent to the road land, the management of borrow pits, and
particularly their drainage, should receive attention. Wherever thermal plants exist, it should
be made mandatory for the designers to specify the use of flyash for the embankment.
The road building material of great importance to UP’s future road programme is stone.
Since UP is located in the plains of the river Ganga and its tributaries, natural outcrops of
rock are rare and are located near the Himalayan foothills, Aravali and Vindhyan ranges.
Leads of 200-400 km are common, involving huge costs and wastage of precious
propulsion fuel like diesel. Thus, UP has to explore means to reduce the use of stone
aggregates. One easy way is to substitute the granular bases and sub-bases by soil
stabilisation. For stabilisation, various options are available, such as:
- cement
- lime plus flyash
- chemicals such as: RBI Grade 81, Renolith, Fujibeton etc.
The second area of concern as regards sustainability is the binder needed for pavement
courses. The traditional binder used so far is the hydro-carbon binder, bitumen. It is well-
known that bitumen, derived from petroleum crude, will become scarcer in the years to
come as the world-wide crude reserves dry up. It is in the country’s interest to explore the
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use of alternative binders, both for the immediate present and for the long term. The most
promising binder is cement, which is available in abundant supply in India now and will
continue to be available in the years to come. Cement as a binder can be used in a number
of ways, such as:
- soil-cement stabilised layers for use in bases and sub-bases
- cement concrete pavement which can be used for new pavements and strengthening
existing pavements by a technique known as white-topping
- interlocking concrete block pavements for city roads
It should be made mandatory for all projects in UP to explore how cement concrete and
soil-cement layers can be adopted in replacement of stone aggregate courses and
bituminous layers. The target should be to convert all bituminous surfaced roads to cement
concrete by the year 2031. UP has been exposed to modern concrete roads constructed on
NH-2 and NH-28. Road between Barabanki to Basti (NH-28) can be said to be one of the
finest roads constructed in India.
1.2.7. Sodic Soil
Due to the practising of irrigation extensively in UP, it is observed that some salts are
travelling from the lower horizon to the ground surface. The sodic soil, which is used for
road construction in nearly 10 per cent of the State, exhibits poor cohesion and the
embankment and shoulders get severely damaged during rains. Suitable treatment of the
soil is possible, and one of the treatments is to treat the soil in the sub-grade with a small
quantity of cement. The embankment slopes need to be covered with non-sodic soil,
obtained from horizon ‘C’ and planted with special grass which can grow even under
presence of adverse salt and protect the slopes.
1.2.8. Use of Geo-Textiles for slope protection
Modern aids like jute textile and coir-reinforced geo-textile have been found to be very
effective in checking soil erosion in the slopes. Special grass such as Vettiver has been
found to be very effective in protecting embankment slopes in areas liable to flooding. Since
many of UP’s roads are located in flood-prone areas, these techniques of protecting
embankment slopes must be made compulsory.
1.2.9. Silty Soil
The alluvial soil of Gangetic plain is termed as silty soil in engineering terminology. This soil
has good engineering properties unlike clayey soil, but has some inherent deficiencies. The
silt is vulnerable for serious erosion when used in shoulders. For a durable shoulder
construction, it is essential to use coarse grained soil or stabilised soil. When water table is
high, due to high capillary action of the order of 1 to 2 m, the soil tends to have boggy
action resulting in premature failure of road. These issues have to keep in mind when new
roads are designed.
1.2.10. Riverbanks
A large network of Rivers available in UP can be exploited for fisheries, fish ponds, and
shrimp farming in hinterland and also for transportation. For this purpose, a good road
network along the rivers is beneficial.
1.2.11. Replacement of Old-Brick-Arch Bridges
Many of the culverts and bridges on UP’s roads are constructed by brick and masonry.
They have performed well for several decades, but some are showing signs of distress and
may need to be rebuilt. A programme of inspection and condition survey of these structures
must be taken up so that the defects are detected in time and sudden failures do not take
place. Standard designs for the new structures should be prepared, and preferably precast
component should be a good option. These components can be precast in a central casting
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yard, and assembled quickly at each site. This will ensure that the concrete components
are of standard quality, cast and cured in the factory at controlled conditions. It may be
mentioned that Assam has successfully adopted this technique for the large programme of
replacing old timber bridges.
1.2.12. Urban Roads
The road network passing through the towns and cities of UP and having direct linkages to
the regional traffic also need special & specific attention to address the issues of improvised
mobility. The problem has its roots in the historical fact that the streets have been laid out
several years ago in these urban settlements. They are narrow, lack drainage, and are
severely encroached upon by hawkers. The traffic is heterogeneous, composed mainly of
pedestrians, cyclists and cycle rickshaws. The motorised two-wheelers and three-wheelers
have now grown in large numbers. Utilities such as electric cables, telephone cables, water
pipes and sewers are located beneath the roads. The pavement condition is universally
very poor because of lack of drainage and timely maintenance.
Bypasses must be planned for large towns and cities to siphon off the through traffic. For
construction of bypasses, land acquisition is required which is very difficult in the present
scenario. Keeping this in view, elevated road seems to be a better option and must be kept
in view and explored on various critical & congested sections.
As regards the urban streets which need strengthening and rehabilitation, the options
available are:
- White-topping, by providing a cement concrete pavement, taking care to plan for the
utilities
- Inter-connected concrete block pavements
If the existing bituminous layer is above 100 mm in thickness, the White-topping (TWT) or
Ultra-Thin White-topping (UTWT) can be adopted as per IRC:SP-2008 (Ref 14).
To prioritise public transportation in cities and towns dedicated ‘Bus Rapid Transit System’
corridors shall be planned and provided in big cities. A provision shall be made within the
ROW for such road corridors.
1.2.13. Energy Conservation
Since road transport operations consume lot of energy, mainly liquid fuel, UP Road Sector
must adopt a series of measures which can conserve energy. Some of these are
- the conversion of blacktopped roads to concrete-roads, which can save 14 per cent of
diesel of commercial vehicles (Ref 16)
- elimination of heating of bitumen and aggregates needed in hot-mix plants by opting for
concrete roads, thus saving fuel
- saving of electricity needed for street lighting, if concrete roads (which are grey in colour)
are adopted instead of bituminous surfaces (which are dark in colour) in city streets
(Ref 17)
1.2.14. Quality Systems
Since huge investments are likely to be made in the State’s road sector in the next twenty
years, it is of great importance that the money is well spent and the workmanship and end-
product are of the prescribed standards. The PWD must put in place a strategy for quality
management, involving:
- Supplier’s Quality Policy for products purchased by the PWD
- Internal Quality System, covering the consultants, contractors and supervisory
personnel
- Inspection and Audit of the Quality System at periodical intervals
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- Documentation to demonstrate that all the desired procedures have been rigorously
followed and the results are in conformity with the prescribed standards and
acceptance.
1.2.15. Funding of Road Projects
Long term sustainable funding is critical to the development of the transportation network.
Public Private Partnership options involving the concept of Toll Roads must be pursued.
Various alternatives such as BOT, BOOT, DBFO and Annuity Payments should be
explored. Performance based maintenance contracts by private parties should also be
improvised & implemented.
R E F E R E N C E S
1. India Vision 2020, Report of the Committee, Planning Commission, Published by Academic
Foundation, New Delhi, 2003.
2. A.P.J. Abdul Kalam and Y.S. Rajan, India 2020, A Vision for the New Millennium, Penguin
Books, New Delhi, 2002.
3. Andhra Pradesh: Vision 2020, ECONOMICA India Infor-Services, Published by Academic
Foundation, New Delhi, 2003.
4. Assam: Vision 2025, ECONOMICA India Info-Services, Published by Academic Foundation,
New Delhi, 2003.
5. Chhattisgarh: Vision 2010, ECONOMICA India Info-Services, Published by Academic
Foundation, New Delhi, 2003.
6. Jharkhand: Vision 2010, ECONOMICA India Info-Services, Published by Academic
Foundation, New Delhi, 2003.
7. Uttar Pradesh Development Report, Planning Commission, New Delhi (from the internet).
8. Census of India, 2011, Provisional Figures, from the website http//censusindia.gov.in.
9. Road Development Plan for India, 1981-2001, Indian Roads Congress, New Delhi, 1984.
10. Proceedings of the 18th Conference of Central and State Statistical Organisation (COCSSO),
January, 2011 (from the website).
11. Rural Road Development Plan: Vision 2025, Ministry of Rural Development, New Delhi, 2007.
12. Uttar Pradesh – The Road Ahead, Edited by Venkitesh Ramakrishnan, Academic Foundation,
New Delhi, 2009.
13. Ministry of Road Transport and Highways Website and Road Accidents in India, 2011,
MORTH, New Delhi, 2012.
14. Tentative Guidelines for Conventional, Thin and Ultra-Thin White-topping, IRC:SP:76-2008,
Indian Roads Congress, New Delhi, 2008.
15. Guidelines for Capacity of Roads in Rural Areas (First Revision), IRC:64-1990, Indian Roads
Congress, New Delhi, 1990.
16. Study of Fuel Savings on Cement Concrete Roads as Compared to Flexible Pavements,
Cement Manufacturers’ Association, New Delhi, 1997.
17. Handbook on Cement Concrete Roads, Cement Manufacturers’ Association, New Delhi, 2010.
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DEVELOPMENT AND OPERATION OF
BASE YEAR TRANSPORT DEMAND MODEL (TDM)
2. DEVELOPMENT AND OPERATION OF BASE YEAR TDM
2.1. NETWORK DEVELOPMENT
2.1.1. Cube Software Description & Requirement
The Development of Network Development is one of the most important aspects of travel
demand modeling. Network preparation includes all the NH, SH & MDR & ODR that make up
the regional highway system in the State. The network is basically a map of these routes,
defined in a manner that can be read, stored, and manipulated by the transportation planning
computer program – Cube Voyager. Consultants will be adopting the help of this licence
software to estimate the base year and forecast travel demand.
Cube is designed to be an integrated modeling system for transportation planning applications,
engineering analysis and demand forecasting. The Cube Voyager system has four main
assignment programs: Network, Matrix, Highway and Public Transport. In addition, the program
system offers supplementary programs for common transportation planning tasks, such as trip
generation and distribution programs. Users may implement any model formulation desired in
the scripting language.
The software has following features:
- Integration with ESRI’s Arc Engine (GIS Platform) allows reading and writing of supported
file structures directly to and from a personal geodatabase.
- Full multirouting transit system which involves the facility of incorporating separate
Public/Mass transit routes.
- Represents a real – world system and describe traffic & travel behaviour under alternative
circumstances of network characteristcis & socio economic characteristics.
- Intersection and link constrained traffic assignments.
- Analysis of Future conditions to create forecasts.
- Flexible scripting language for various sub models
- Database connectivity allowing data to be stored and edited in standard dbase format
- Large problem sizes process efficiently (maximum zones=32,000, maximum
nodes=999,999, maximum links=999,999)
- Flexible matrix calculator with no practical limit on the number of matrices (999 internal
working matrices and up to 255 matrices on input and output files).
Cube Voyager is the software tool used to develop transport demand model which follow the
workflow mentioned in the Figure 2.1. The software has primarily three phases i.e. collection
and coding of data and defining model functions which includes inputs from traffic & travel
survey data and the final stage is the creation of a model catalogue.
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Figure 2.1 MODEL DEVELOPMENT WORK FLOW IN CUBE VOYAGER
Collection & Coding of Data - This phase encompasses the generation of transport network
and their characteristics, formation of Traffic Area Zones (TAZ) boundaries & preparation of
zonal development parameters (such as population, employment etc.)
Define Model Functions – Model is normally defined by travel pattern data, cost functions &
traffic survey data. Statistical tools & methods have been applied while specifying, estimating
and calibrating mathematical relationships between input & output.
Link Data & Processes with interface – After Collecting & Coding of Data and defining
functions of model different prgrammes and application related to demand etimation has been
laid out & Model Catalog related to run, review & revise has been created.
In the above mentioned paragraph various features of software tool cube has been
demonstrated and the requirement of input for development of transport demand model on
cube will also be studied. Typical transport planning model elements are shown
diagrammatically below. It is clearly understood that the inputs required are zonal data,
highway network, intersection data and travel pattern data.
A simple highway model does not involve the process of trip generation & trip distribution with
procedure of assignment of O- D survey (Zone to Zone traffic count) by road side O-D survey
but in other demand models normally four stage modelling is adopted.
The scope of the assignment emphasised the need for developing a Strategic Model at the
Regional Level up to the trip generation stages. However, consultants have included all other
stages like trip distribution, modal split and assignment stages. The modal split model of
passenger trips has been studied and finally, passenger trips have been assigned to the
network as a whole including the goods trips derived from the OD matrices.
Collection & Coding of
Data
Define Model Functions
Link Data & Processes
with interface
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TYPICAL TRANSPORT PLANNING MODEL ELEMENTS USED IN CUBE SOFTWARE
A Snapshot of the Cube file center has also been represented to look at the input values taken
by the cube software.
CUBE INTERFACE SNAPSHOT
Trip Generation
Trip Distribution
Model Split
Network Assignment
INPUTS
Zonal Data
Highway Network
Intersection Data
Travel Pattern Data
Trip Ends by Zone
Zone- to Zone trip-tables
Loaded networks
PROCESSES
OUTPUT
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2.1.2. Network Plan Preparation on GIS & Cube Platform
2.1.2.1. Approach
Network Plan preparation includes the base map preparation on GIS with the available maps of
all districts of UP. The base map for the project has been created by the process of digitization
from the existing UPPWD District Maps and from Google Satellite Imagery. The base map has
been prepared on GIS environment / platform and will be readable in AutoCAD environment
also on conversion. This can be superimposed on the Google satellite imagery and updated
from time to time by PWD, whenever, additional links are developed by various Divisions and
Sub-Divisions in the State. These maps have been interpreted with the available base maps
collected from various districts in the State. Some of the maps were free hand sketches and all
of them were not in the uniform scale. The base map prepared now is to the scale and will have
the following layer information.
District Boundaries
Tehsil Boundaries
Block Boundaries’ with names
Rail Network
Rivers (major and minor)
Expressways, NH, SH, MDR & ODR
This was a Herculean Effort’ and consultants have achieved it in a record time. This map will be
useful to State Engineering for planning of networks and discussions. Since, the map is on a
GIS platform, the information can be tagged through various attributes from time to time
depending upon the details available with State PWD, which can be updated on line from
various Divisions and Sub-Divisions. The network prepared by Consultants’ for this study is for
the traditional transport planning process and has information built on ‘node’ & ‘link’ mode
(basic requirement) and not on the chainage system. The base year road network prepared on
the GIS platform was mailed to all Divisions in the State and modified based on the feedback
received from them. Consultants; have
After the Base map preparation, GIS Compatible network has been loaded on the cube
software and Network & TAZ (Traffic Area Zone boundaries) have been built with all the
relevant attributes. The process of the map preparation is discussed in the subsequent
sections.
2.1.3. Base Map Preparation on GIS
The base map for the project has been created by the process of digitization form the existing
maps collected from PWD at the District / Zonal levels (mostly updated by UPPWD in up to
year and from Satellite Imagery of Google. The base map will be at a scale of 1:10000.
The Methodology for base map preparation includes the following steps:
i. Scanning and digitization of the existing maps of the UP State. The administrative
boundaries of the state, district, tehsil, block have been digitized
ii. The above boundaries were superimposition on the Google Satellite Image.
iii. The features like rail, road networks from the satellite Imagery was updated including
Rivers, Canal and Other Water Bodies.
iv. The names of the administrative units were attached as attribute data for all administrative
boundaries, names of rivers as attribute to the rivers.
v. Attachment of the attributes for other major features from the existing maps.
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After the base map preparation on GIS Road Feature has been extracted for the different
category of roads covered under (National Highways, State highways, Major district roads and
Other district roads). The road network will reflect the following sample features.
ROAD FEATURE EXTRACTIONS
The attribute data as shown below from the snapshot below has been attached to the road
network. The attachment has been done based on the unique identifier generated for all the
roads.
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NETWORK MAP ATTRIBUTES
The attribute data has been linked to each entity and can easily be retrieved by clicking on the
entity. The maps can be viewed with respect stored attributes & geographical area block, level,
tehsils level, district level and state as a whole.
HIERARCHICAL ROAD NETWORK WITH MAPPING OF ATTRIBUTES
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2.1.4. Network Building from Base Map on Cube Software
Network Building from Base Map prepared on GIS platform has been loaded on Cube software.
Cube has compatibility to accept the input files ‘’shape (*.shp) files’’ developed on GIS. All
basic attributes like length, road name, category of roads, district name & the coordinate
system has been taken by the cube software to build the network.
Cube software also requires following details related to network to assign the trips across the
State of UP:
- Number of lanes
- Average Speed
- One-way or two-way facility
- Divided or undivided facility
- Capacity of the road
Road network inventory and speed & delay has been conducted to get the average speed,
number of lanes and other details of carriageway (Divided & Undivided) and One Way & Two
way road system on sample basis. Rest of the inputs will be sourced from the existing inventory
details collected by the consultants from the various districts.
Each link of network roadways is identified by a functional class. Typical functional
classifications include National Highway, State Highway, Major District Road & Other District
Road. Facility type such as divided or undivided roadway further subdivides functional classes.
Functional and facility type classification schemes vary among regional areas. The length of
each network link is required in determining link travel time. Cube computes during the process
of digitizing the network from GIS base maps.
The capacity assigned to each network link is cross-classified by functional classification,
facility type and area type. The capacities typically used are based on a service volume at
different level of service and are derived from the IRC Standards.
The trip distribution process uses network link distance and speed to produce an estimate of
link travel time, from which minimum path routes between all traffic analysis zones are
developed. Cube Voyager develops a speed/capacity look-up table for each area modelled.
Cube derives the speeds found in this table from two sources: speed surveys of observed
travel speeds and speed and typical roadway speed for facilities based on functional
classification and level of service referenced in the IRC Codes & Standards.
2.1.5. Network Coding
2.1.5.1. Regional Network System
The highway network serves several purposes in transportation system analysis. First, it is an
inventory of the existing road system, or a catalogue of facilities. It is a record for the present
and future years to know the physical status of the highway system. Basic information such as
length of the road, route configuration, capacity, counted volumes etc. can be stored in the
network. Secondly, the network is used in demand analysis to estimate the highway travel
impedance between zones in a region. This impedance, or resistance to travel, is usually
described as the time or distance associated with each zone pair (or interchange). This
information is used primarily in trip distribution and mode choice. The third major use of the
network is in the simulation of auto travel and in the estimation of impacts associated with this
travel.
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2.1.5.2. Coding Principles
The process of translating the hierarchal road system into a computer usable format is known
as network coding. The basic elements of the network file are nodes and links. Links are used
to represent individual roadway segments. Nodes represent the intersection of roadway
segments and are also used as shape points to maintain the true topology of the highway
system. In addition to regular nodes and links, the network contains special nodes called
centroids. Centroids represent the traffic analysis zones (TAZ) and are located at the center of
activity in the zone. They are the point at which trips are loaded on the highway network.
External stations are centroids which represent the points at which external trips enter or leave
the region. In historical practice, networks used in travel demand models were defined through
a process of tracing highway segments off a set of base maps such as GIS compatible maps.
The coordinates of the nodes were entered manually or with a digitizer in the network data
base. These files can be used to develop base maps of a region and these base maps can be
exported, thus saving the time of digitizing the networks.
HIERARCHICAL ROAD NETWORK WITH MAPPING OF ATTRIBUTES
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2.1.5.3. Node Usage and Placement
Nodes indicate specific points in the network. Nodes are identified by a node number, "x", and
"y" (Cartesian) coordinates, indicating node location, and multiple user fields which can be used
to hold numeric data. Node user fields can be used to hold intersection related data such as
intersection controller type, and intersection level of service results. Node types include regular
nodes, dummy nodes, and centroid. Regular nodes, representing road intersections, bus stops,
transit stations, and points along highways are the most common node type. Centroids are the
unique type of node which represents the origin or destination of trips by all vehicular modes
to/from a zone. The coordinates of centroid are defined to facilitate the geographic review of
zonal and network data. Travel to/from a zone is not affected by the centroid location within a
zone, since travel characteristics are based on the attributes of links connecting centroid to the
network. Centroid for external zones is located adjacent to the major highway they serve. Once
all the centroids have been located, their positions are reviewed to insure that none are
overlapped by another node or link. This technique makes network plots more readable. The
fields available for the node records are:
- Node label
- X-coordinate
- Y-coordinate
- User defined data (i.e. area type, capacity, speed etc.)
2.1.5.4. Road Links
The highway systems in a region are represented by a system of links connecting pairs of
nodes. Each link contains the following information: the nodes that it connects the modes that
may use it, the link length, the link type, the number of lanes, and user fields. One link is coded
for each direction of movement on both the highway and transit networks. Therefore, links are
usually coded one-way along road segments that only allow one-way movement (including
freeways and ramps). The link type coded for each link can hold any representation of the type
of link desired. The fields typically used for link records are:
- A-node label of link
- B-node label of link
- Link length
- Link modes
- Link type
- Number of lanes
- User defined data
Link user defined data fields can be used to store a variety of numeric data. These include data
to be used for assignment calibration and validation such as roadway counts, observed speeds,
and toll-fee etc. information. The user fields may also be used to store information vital to the
execution of the assignment model. For example, in congested networks with closely spaced
intersections, intersection capacity is usually observed to be more of a constraining factor to
smooth, uninterrupted vehicle flow than link capacity.
The values for capacity to be placed in the user field may come from a look-up table of
capacities based on characteristics of the intersection including: intersection control type,
functional classifications of approach segments at the junction, and area type.
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2.1.5.5. Centroid & Centroid Connectors
Centroid is the node which represents local access point for any zone. It is normally located at
the major trip ends such as employment site of zone. Centroid connectors are links
representing typical access and egress to/from roadway system to/from centroids. Within a
network structure, a single link may be used to represent trip access from a zone to the
network. The preferred method for coding centroid links is to connect the zone centroid node to
a mid-block node. This method allows greater route choice flexibility by simulating a choice of
left versus right turn from a minor approach into a major traffic stream and avoids the difficulty
of intersection capacity calculation with large volumes of trips entering an intersection from a
zone centroid.
2.1.5.6. Highway Travel Speeds
Link travel speeds are used in the assignment process and fundamentally determine which
paths will be used on the network when travelling between zone pairs. The speeds output from
a model run can be compared to the observed travel times on a link by link basis to determine if
the coded link speeds are accurately reflecting traffic flow conditions. The model estimated link
speeds should be based upon a set of calibrated travel time functions for the region used in
concert with an equilibrium capacity restraint assignment algorithm.
In the present study node number for centroid of internal zone has been assigned from 1 to 207
& for external zones between 208 & 222. The node number for other nodes has been assigned
from 1000. Built Coded network with centroid, centroid connectors for internal as well as
external TAZ has been shown in the figure below. Link Dbase file & Node Dbase files with all
the relevant parameters required for the demand model has also been prepared.
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SNAPSHOT OF THE CODED NETWORK WITH CENTROID & CONNECTORS IN CUBE SOFTWARE
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2.1.6. Final Node and Link Diagram for Current Study
The study area road network has been divided into 7587 nodes and 17427 links. The
coding has been done up to the ODR level inclusive of NH, SH & MDR. Each of the road
junctions has been treated as ‘node’ and the section between the ‘nodes’ is referred to as
‘link’.
2.2. TRAFFIC ANALYSIS ZONES (TAZ)
Formation of traffic zones (TAZ) is one of the primary phases in data base for analysing
travel characteristics and development of transport demand model. TAZ ideally is an area
that has homogeneous characteristics (i.e. land use and activity) for aggregation purposes.
In general, the regional model TAZ is created based on the Census boundaries. Censuses
block or block group boundaries, natural barriers, jurisdictional limits, and land use pattern
are common considerations used in the split process. Methodology, base zone map, zone
splitting criteria, and zone size are main concerns in the zone development process in
transportation planning for regional and urban areas. Whereas, in urban areas, municipal
wards are more appropriate to exhibit urban conditions, at a regional level for the entire
State of Uttar Pradesh, aggregate of Blocks and Tehsils are more relevant and hence have
been adopted for this study.
Network preparation includes all the national highway, state highway, Major district road,
other district road that make up the regional highway system. The network is basically a
map of these routes, defined in a manner that can be read, stored, and manipulated by the
transportation planning computer program – Cube Voyager.
2.2.1. Methodology of Zone Formation
Methodology of zone formation has been clearly emphasised in Figure 2.2. The zone
boundaries have created in GIS Platform along with district boundaries, tehsil boundaries,
block boundaries. Complied data with respect to socio economic parameters and other
parameters industrial areas, tourist areas and major urban areas has been listed to split the
study area into different zones. Zoning segregation criteria was based on the following
parameters:
- Population
- Area
- Road Network of the Zone Area
- Availability of PWD traffic counts & traffic & OD counts conduted by the consultants for
this study
- Industries
- Major Town / Urban Characteristics
- Tourist Places
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Figure 2.2 METHODOLOGY FOR TRAFFIC ZONE FORMATION
The traffic zone system for the current city has been compiled at the tehsil level across the
state of Uttar Pradesh. Tehsil & Block level data has been prepared taking all the planning
and economic variables compiled by the consultants for settlement and modelling exercise.
The ratio of urban population and rural population was used to delineate the urban areas
from the rural areas. The urban centres having population less than 50% of the total
population were separated out from existing Tehsil Areas.
Table 2.1 TEHSILS SHOWING PREDOMINANT URBAN CHARACTERISTICS
SN City
1 Ghaziabad
2 Gautam Budh Nagar
3 Aligarh
4 Gorakhpur
5 Mathura
6 Varanasi
For the above mentioned Tehsils separate traffic zones has been formed combining the
Municipal Corporation, Nagar Palika & Outer Growth and part of block boundary in which
urban area is falling. It has been observed that for the Gorakhpur & Varanasi Tehsil it was
difficult to delineate the exact boundary area of urban part and rest of the Tehsil. Hence,
these were not delineated.
Classification of Urban centres has been categorized into type 1 & type 2. Type 1 urban
centres are having population more than 1.0 lakh and Type 2 with population less than 1.0
lakh. Majority of Urban centres are falling within Type 1 category.
Typical format to form the TAZ (Traffic area Zones) and other parameters used for the
zoning criteria has been presented in Table 2.2.
STUDY AREA
BOUNDARIES
PLANNING &
ECONOMIC
VARIABLE
ZONE SIZE
SPLIT ZONE
CRITERIA
ZONE FORMATION
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Table 2.2 SAMPLE FORMAT FOR ZONING AREA DELINEATION
Dis
tric
t
Zo
ne (
Nam
e &
N
um
ber)
Te
hsil
wis
e
Popula
tio
n
Are
a (
sq.k
m)
Cla
ssific
atio
n o
f U
rban
centr
es
Pre
sence o
f M
ajo
r
Netw
ork
Availa
bili
ty o
f T
VC
Industr
ial A
rea
Ma
jor
To
wn
Urb
an C
hara
cte
ristics
To
urism
P
laces
2001 & 2011
Using the above mentioned criteria a total of 222 traffic zones have been formalised
comprising of 207 internal traffic zones falling within the UP have been finalised been
finalized and developed with the provision of 15 external traffic analysis zones. External
traffic analysis zones have been formed at broad level as it will have less impact on UP
roads. Surrounding States has been assigned as a separated zone and other far places
away from the UP boundary have been clubbed into Northern, Southern, Eastern, Western
states. Detailed zoning list is attached as Table 2.3 & Figure 2.3.
Table 2.3 TRAFFIC ANALYSIS ZONES
Traffic Zone
District Reference Tehsil / Urban Area
1 Saharanpur Behat, Saharanpur
2 Saharanpur Deoband, Rampur Maniharan
3 Saharanpur Nakur
4 Muzzaffarnagar Kairana, Shamli
5 Muzzaffarnagar Budhana, Jansath, Khatauli
6 Muzzaffarnagar Muzaffarnagar
7 Baghpat Bagpat, Khekra
8 Baghpat Baraut
9 Meerut Mawana
10 Meerut Meerut
11 Meerut Sardhana
12 Bijnaur Bijnor, Najibabad
13 Bijnaur Chandpur
14 Bijnaur Dhampur, Nagina
15 JP Nagar Amroha
16 JP Nagar Dhanaura, Hasanpur
17 Ghaziabad Garhmukteshwar
18 Ghaziabad Hapur
19 Ghaziabad Razapur (Ghazaibad MC, Dharauti Khurd)
20 Ghaziabad Rest of Ghaziabad tehsil
21 Ghaziabad Modinagar
22 Gautam Buddha Nagar Bisrakh (Noida)
23 Gautam Buddha Nagar Rest of Dadri Tehsil
24 Gautam Buddha Nagar Gautam Buddha Nagar, Jewar
25 Bulandshahar Anupshahar, Sthana
26 Bulandshahar Dibai, Khurja, Shikarpur
27 Bulandshahar Bulandshahar, Sikanderabad
28 Aligarh Atrauli, Gabhana
29 Aligarh Lodha (Aligarh MC, Kashimpur Powerhouse)
30 Aligarh Rest of Kol Tehsil
31 Aligarh Eglas, Khair
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Traffic Zone
District Reference Tehsil / Urban Area
32 Mathura Chaata
33 Mathura Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad CT)
34 Mathura Rest of Mathura tehsil
35 Mathura Mahavan, Maant
36 Agra Etmadpur
37 Agra Agra
38 Agra Fatehbad
39 Agra Baah
40 Agra Kiravali
41 Agra Kheragarh
42 Mahamaya Nagar
(Hathras) Hathras, Sasni, Sikandararau, Saaadabad
43 Kansiram Nagar Kasganj, Patiali, Sahawar
44 Etah Aliganj
45 Etah Etah
46 Etah Jalesar
47 Firozabad Firozabad, Tundla, Jasrana
48 Firozabad Shikohabad
49 Etawah Bharthana, Chaknagar
50 Etawah Etawah
51 Etawah Jasbantnagar, Saifai
52 Mainpuri Bhogaon
53 Mainpuri karhal
54 Mainpuri Mainpuri
55 Farukkabad Farukkabad
56 Farukkabad Amratpur, Kayamganj
57 Badaun Gunnaur
58 Badaun Bilsi, Bisauli, Sahasvan
59 Badaun Badaun
60 Badaun Daataganj
61 Moradabad Bilari
62 Moradabad Chandausi, Sambhal
63 Moradabad Moradabad
64 Moradabad Kanth, Thakurdwara
65 Rampur Milak, Shahbad, Bilaspur
66 Rampur Rampur, Swar, Tanda
67 Bareily Aawla
68 Bareily Mirganj
69 Bareily Bahedi, Nawabganj
70 Bareily Bareilly
71 Bareily Faridpur
72 Pilhibit Bisalpur, Puranpur
73 Pilhibit Pilhibit
74 Shahjahanpur Jalalabad
75 Shahjahanpur Shahjanpur
76 Shahjahanpur Tilhar
77 Shahjahanpur Puwaya
78 Kheeri Golagokarnath, Paliya
79 Kheeri Mohammadi
80 Kheeri Lakhimpur
81 Kheeri Dhaurhara, Nidhasan
82 Sitapur Misrikh
83 Sitapur Mahmudabad, Sidhauli
84 Sitapur Sitapur
85 Sitapur Bisawa, Laherpur
86 Hardoi Bilgram, Sadhyajpur
87 Hardoi Hardoi
88 Hardoi Sandila
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Traffic Zone
District Reference Tehsil / Urban Area
89 Hardoi Shahbad
90 Kannauj Chibramau
91 Kannauj Kannauj, Tirwa
92 Auraiyya Auraiya, Bidhuna
93 Ramabai Nagar Akbarpur , Bhognipur
94 Ramabai Nagar Derpur, Rasulabad, Sikandara
95 Kanpur Nagar Bilhaur
96 Kanpur Nagar Ghatampur
97 Kanpur Nagar Kanpur
98 Hamirpur Hamirpur
99 Hamirpur Modha
100 Hamirpur Raath, Sarila
101 Jalaun Jalaon, Madhogarh
102 Jalaun Kalpi
103 Jalaun Konch, Urai
104 Jhansi Garautha, Mauranipur, Tehrauli
105 Jhansi Moth
106 Jhansi Jhansi
107 Lalitpur Lalitpur
108 Lalitpur Mahrauni, Taalbehat
109 Mahoba Charkhari, Mahoba
110 Mahoba Kulpahad
111 Banda Banda, Attara, Naraina
112 Banda Baberu
113 Chitrakoot Karvi, Mau
114 Fatehpur Bindki
115 Fatehpur Fatehpur, Khaga
116 Raibareily Dalmau, Lalganj, Unchahar
117 Raibareily Maharajganj
118 Raibareily Raibreilly
119 Raibareily Salaun, Tiloi
120 Unnao Bighapur, Purwa
121 Unnao Hasanganj, Safipur
122 Unnao Unnao
123 Lucknow Bakshi ka Talaab, Malihabad
124 Lucknow Lucknow
125 Lucknow Mohanlalganj
126 Barabanki Fatehpur, Nawabganj, Ramnagar
127 Barabanki Haidergarh, Ramasnehi Ghat, Sisraula Gauspur
128 Gonda Gonda
129 Gonda Karnelganj
130 Gonda Mankapur, Tarbatganj
131 Bahraich Kaisarganj, Mahsi
132 Bahraich Nanpaara
133 Bahraich Bahraich
134 Shrawasti Bhinga
135 Shrawasti Ikauna
136 Balrampur Balrampur
137 Balrampur Tulsipur, Utraula
138 Siddhart nagar Baansi, Naugarh
139 Siddhart nagar Dumriya Ganj, Itwa
140 Siddhart nagar Shohratgarh
141 Basti Basti
142 Basti Harya
143 Basti Bhanpur, Rudhauli
144 Sant Kabir Nagar Khalilabad
145 Sant Kabir Nagar Mehdawal
146 Sant Kabir Nagar Dhanghata
147 Maharajganj Farenda, Nautanwa, Nichnaul
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Traffic Zone
District Reference Tehsil / Urban Area
148 Maharajganj Maharjganj
149 Gorakhpur Baasgaon, Chauri Chaura, Gola
150 Gorakhpur Khajni, Kaimpiyarganj, Sahjanwa
151 Gorakhpur Gorakhpur
152 Kushinagar Haata
153 Kushinagar Padrauna
154 Kushinagar Kasya, Tamkuhi
155 Deoria Barhaj, Rudrapur
156 Deoria Bhatpar Rani, Salempur
157 Deoria Deoria
158 Balia Baasdih, Bairiya
159 Balia Balia
160 Balia Belthara Road, Rasra, Sikanderpur
161 Mau Ghosi, Madhuban
162 Mau Muhammadabad Gohna
163 Mau Maunath Bhanjan
164 Ghazipur Mohammadabad, Jamniya
165 Ghazipur Ghazipur
166 Ghazipur Jakhniya, Saidpur
167 Azamgarh Azamgarh
168 Azamgarh Budhanpur, Sagdi, Nizamabad
169 Azamgarh Lalganj, Mehnagar, Phulpur
170 Ambedkar Nagar Akbarpur , Bheeti
171 Ambedkar Nagar Jalalpur, Taanda, Alaalpur
172 Faizabad Bikapur, Milkipur
173 Faizabad Rudauli, Sohwaal
174 Faizabad Faizabad
175 Sultanpur Amethi, Lambhua
176 Sultanpur Jaisinghpur, Kaadipur
177 Sultanpur Musafirkhana, Gauriganj
178 Sultanpur Sultanpur
179 Jaunpur Jaunpur
180 Jaunpur Kerakat, Madiyahu
181 Jaunpur Badlapur, Machlishahar
182 Jaunpur Shahganj
183 Pratapgarh Kunda
184 Pratapgarh Patti, Raniganj
185 Pratapgarh Pratapgarh
186 Pratapgarh Lalganj
187 Kaushambi Chayal
188 Kaushambi Manjhanpur
189 Kaushambi Sirathu
190 Allahabad Baara, Karchana
191 Allahabad Handia
192 Allahabad Koraon, Mejaa
193 Allahabad Phulpur
194 Allahabad Allahabad
195 Allahabad Soraav
196 Mirzapur Mirzapur
197 Mirzapur Chunar
198 Mirzapur Lalganj, Madihan
199 Sant Ravidas Nagar Aurai , Gyanpur
200 Sant Ravidas Nagar Bhadoi
201 Varanasi Varanasi
202 Varanasi Pindara
203 Chandauli Chakiya
204 Chandauli Chandauli
205 Chandauli Sakaldih
206 Sonbhadra Dudhi
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Traffic Zone
District Reference Tehsil / Urban Area
207 Sonbhadra Robertsganj, Ghorawal
208 External Zones Uttaranchal (Surrounding State)
209 External Zones Himachal Pradesh (Surrounding State)
210 External Zones Haryana (Surrounding State)
211 External Zones Delhi (Sorrounding State)
212 External Zones Rajasthan( Surrounding State)
213 External Zones Madhya Pradesh( Surrounding State)
214 External Zones Chattisgarh( Surrounding State)
215 External Zones Jharkhand( Surrounding State)
216 External Zones Bihar( Sorrounding State)
217 External Zones Northern India(Jammu & Kashmir, Punjab, Chandigarh)
218 External Zones Western India(Gujarat, Maharastra, Goa, Daman & Diu, Lakshadeep, Dadra & Nagar Haveli)
219 External Zones Eastern India (Orissa, West Bengal)
220 External Zones North East India (Assam, Arunachal Pradesh, Sikkim, Manipur, Meghalaya, Nagaland, Tripura, Mizoram)
221 External Zones Southern India (Andhra Pradesh, Karnataka, Tamilnadu, Kerala, Pondicherry, Andamaan & Nicobaar Islands)
222 External Zones Surrounding Country (Nepal)
2.3. TRAVEL CHARACTERISTICS
2.3.1. Passenger Traffic
2.3.1.1. Total Daily Trips by Type of Movement
A total of 22.60 lakh intrastate surveyed & expanded passenger trips were observed in the
State daily. The distribution of passenger trips by movement type i.e. between State and
All-India, vice versa and through components indicates that 80% (22.6 lakh) surveyed
passenger trips are performed within the Uttar Pradesh State daily. The respective share
for movement between Rest of the Country beyond UP Boundary and vice versa is about
18% (4.89 lakh). The through trips were 2% of all trips. The intrastate and interstate
demand of the recorded survey trips is about 28.13 lakh.
The combined flow (intra & interstate movements) for each mode is presented in Table 2.4
and Fig 2.4 respectively
Table 2.4 DISTRIBUTION OF INTERNAL & EXTERNAL TRIPS
Movement Type Trips per day (lakh) (%) Intra State (Internal to Internal) 22.60 80%
UP to Outside (Internal to External) 2.15 8%
Outside to UP (External to Internal) 2.73 10%
Through (External to External) 0.64 2%
Total 28.13 100%
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2.3.1.2. Trips by Mode of Travel
The analysis of the total trips reveals that the modal share of cars is about 28% and two
wheelers account for 25% share. The public transport (bus) share accounts for 37% of the
total trips. It is significant to note that about 10% of passenger trips by auto rickshaws were
also tapped on regional road system on various roads in the State. Table 2.5 shows the
distribution of intra state trips by modes.
Table 2.5 DISTRIBUTION OF INTRA STATE TRIPS BY MODE OF TRAVEL
Mode Intrastate Passenger Trips Percentage (%)
Car 6.35 28
Bus / Minibus 8.47 37
Two Wheeler 5.55 25
Three Wheeler 2.23 10
Total 22.60 100%
2.3.1.3. Trips by Purpose
Work trips constitute about 43% of the total surveyed trips. Amongst various passenger
modes 3-wheelers, cars and 2-wheelers are the predominant modes of travel in this
category. Bus trips which are long distance bound carry about 18% of the work trips. Most
of the work trips are local catered by personal and IPT modes. A total of 13% trips were
observed for business purposes. Cars and 2-wheelers were the dominant modes including
3-wheelers. The distribution of trips by purpose is presented in Table 2.6.
Table 2.6 DISTRIBUTION OF INTRA STATE TRIPS BY PURPOSE OF
TRAVEL
Purpose Shares (%)
Work 43%
Business 13%
Education 10%
Social 15%
Tourism / Recreation 11%
Return 8%
0.00
5.00
10.00
15.00
20.00
25.00
30.00
Intra State(II)
UP toOutside (IE)
Outside toUP (EI)
Through(EE)
Total
Lakh
/ d
ay
Movement
Fig 2.4 MOVEMENT PATTERN OF INTRASTATE & INTERSTATE PASSENGER TRIPS
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2.3.1.4. Trips by Interaction zones
The zones found to be having significant interaction in terms of passenger trips were also
studied in detail and analysed for the entire State. Top 10 passenger traffic generating
zones (external and internal) were found to be Lucknow, Ghaziabad, Agra, Allahabd,
Mathura, Basti, Barbanki (Fatehpur), Sultanpur, Barreily, Faizabad, Etah, Fatehgarh
etc..Major traffic attracting zones were Lucknow, Razapur (Ghazaibad MC, Dharauti
Khurd), Bareilly, Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad CT),
Agra, Hapur, Moradabad, Basti, Faizabad, Fatehpur, Nawabganj, Ramnagar, Varanasi,
Sultanpur, Etah etc. The zones found to be having significant interaction in terms of
passenger trips are presented in Table 2.7.
Table 2.7 MAJOR PASSENGER TRIP GENERATING & ATTRACTING ZONES
PASSENGER TRIP PRODUCTIONS PASSENGER TRIP ATTRACTIONS
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
External Zones
Delhi 211 5.7% Lucknow Lucknow 124 5.1%
Lucknow Lucknow 124 4.7% External Zones
Delhi 211 4.8%
Ghaziabad Razapur (Ghazaibad MC, Dharauti Khurd)
19 3.4% Ghaziabad Razapur (Ghazaibad MC, Dharauti Khurd)
19 3.1%
External Zones
Uttaranchal 208 3.1% Bareily Bareilly 70 2.5%
Agra Agra 37 2.5% Mathura Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad CT)
33 2.2%
Allahabad Allahabad 194 2.1% Agra Agra 37 2.1%
Mathura
Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad CT)
33 2.1% Ghaziabad Hapur 18 2.1%
Basti Basti 141 2.0% Moradabad Moradabad 63 2.1%
Barabanki Fatehpur, Nawabganj, Ramnagar
126 1.9% Basti Basti 141 2.0%
Sultanpur Sultanpur 178 1.9% External Zones
Uttaranchal () 208 1.7%
Bareily Bareilly 70 1.9% Faizabad Faizabad 174 1.7%
Faizabad Faizabad 174 1.8% Barabanki Fatehpur, Nawabganj, Ramnagar
126 1.7%
Etah Etah 45 1.7% Varanasi Varanasi 201 1.7%
External Zones
Haryana 210 1.5% Sultanpur Sultanpur 178 1.6%
Pratapgarh Patti, Raniganj 184 1.4% Etah Etah 45 1.6%
Gorakhpur Gorakhpur 151 1.3% Allahabad Baara, Karchana 190 1.6%
External Zones
Madhya Pradesh 213 1.2% External Zones
Haryana 210 1.4%
Gautam Buddha Nagar
Rest of Dadri Tehsil 23 1.2% Allahabad Allahabad 194 1.4%
Sant Kabir Nagar
Dhanghata 146 1.2% Jaunpur Kerakat, Madiyahu 180 1.3%
Bulandshahar
Bulandshahar, Sikanderabad
27 1.1% Gorakhpur Gorakhpur 151 1.2%
Etawah Etawah 50 1.1% Siddhart nagar
Shohratgarh 140 1.2%
Varanasi Varanasi 201 1.1% Sant Kabir Nagar
Dhanghata 146 1.1%
Siddhart nagar
Shohratgarh 140 1.0% Muzzaffarnagar
Muzaffarnagar 6 1.1%
Banda Banda, Attara, Naraina 111 1.0% Banda Banda, Attara, Naraina 111 1.1%
Muzzaffarnagar
Muzaffarnagar 6 1.0% External Zones
Madhya Pradesh( Surrounding State)
213 1.0%
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PASSENGER TRIP PRODUCTIONS PASSENGER TRIP ATTRACTIONS
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
Kanpur Nagar
Kanpur 97 1.0% Meerut Mawana 9 1.0%
Varanasi Pindara 202 1.0% Bulandshahar Bulandshahar, Sikanderabad
27 1.0%
Muzzaffarnagar
Budhana, Jansath, Khatauli
5 0.9% Kanpur Nagar Kanpur 97 1.0%
Etah Jalesar 46 0.9% Saharanpur Behat, Saharanpur 1 1.0%
Ghaziabad Hapur 18 0.9% Etah Jalesar 46 1.0%
Jaunpur Kerakat, Madiyahu 180 0.9% Pratapgarh Patti, Raniganj 184 0.9%
Moradabad Moradabad 63 0.9% Firozabad Firozabad, Tundla, Jasrana
47 0.9%
Fatehpur Fatehpur, Khaga 115 0.9% Etawah Etawah 50 0.9%
Maharajganj Farenda, Nautanwa, Nichnaul
147 0.9% Pilhibit Pilhibit 73 0.8%
Meerut Mawana 9 0.8% Kanpur Nagar Ghatampur 96 0.8%
Mathura Mahavan, Maant 35 0.8% Maharajganj Farenda, Nautanwa, Nichnaul
147 0.8%
Saharanpur Behat, Saharanpur 1 0.8% Varanasi Pindara 202 0.8%
Kanpur Nagar
Ghatampur 96 0.7% Jhansi Jhansi 106 0.7%
Azamgarh Azamgarh 167 0.7% Gautam Buddha Nagar
Rest of Dadri Tehsil 23 0.7%
Allahabad Baara, Karchana 190 0.7% Badaun Badaun 59 0.7%
Firozabad Firozabad, Tundla, Jasrana
47 0.7% Sultanpur Amethi, Lambhua 175 0.7%
Firozabad Shikohabad 48 0.7% Muzzaffarnagar
Budhana, Jansath, Khatauli
5 0.7%
Badaun Badaun 59 0.7% Fatehpur Fatehpur, Khaga 115 0.6%
Pratapgarh Pratapgarh 185 0.7% Raibareily Dalmau, Lalganj, Unchahar
116 0.6%
Mahoba Charkhari, Mahoba 109 0.6% Bijnaur Bijnor, Najibabad 12 0.6%
Bijnaur Bijnor, Najibabad 12 0.6% Firozabad Shikohabad 48 0.6%
Jhansi Jhansi 106 0.6% Aligarh Lodha (Aligarh MC, Kashimpur Powerhouse)
29 0.6%
Aligarh Lodha (Aligarh MC, Kashimpur Powerhouse)
29 0.6% Faizabad Bikapur, Milkipur 172 0.6%
Ghazipur Ghazipur 165 0.6% Farukkabad Amratpur, Kayamganj 56 0.6%
Jaunpur Jaunpur 179 0.6% Sitapur Sitapur 84 0.6%
Chandauli Chakiya 203 0.6% Mau Maunath Bhanjan 163 0.5%
Bareily Bahedi, Nawabganj 69 0.6% Hardoi Hardoi 87 0.5%
Etawah Jasbantnagar, Saifai 51 0.5% Kaushambi Manjhanpur 188 0.5%
Gorakhpur Baasgaon, Chauri Chaura, Gola
149 0.5% Bareily Mirganj 68 0.5%
Mahamaya Nagar( Hathras)
Hathras, Sasni, Sikandararau, Saaadabad
42 0.5% Mathura Mahavan, Maant 35 0.5%
Allahabad Soraav 195 0.5% Ambedkar Nagar
Akbarpur , Bheeti 170 0.5%
Kannauj Kannauj, Tirwa 91 0.5% Pratapgarh Pratapgarh 185 0.5%
Lucknow Mohanlalganj 125 0.5% Chandauli Chandauli 204 0.5%
Pratapgarh Kunda 183 0.5% Mainpuri Mainpuri 54 0.5%
Kushinagar Kasya, Tamkuhi 154 0.5% Shahjahanpur Shahjanpur 75 0.5%
Farukkabad Amratpur, Kayamganj 56 0.5% Azamgarh Azamgarh 167 0.5%
Kaushambi Manjhanpur 188 0.4% Bareily Bahedi, Nawabganj 69 0.5%
Agra Fatehbad 38 0.4% Pratapgarh Kunda 183 0.4%
Shahjahanpur
Shahjanpur 75 0.4% Mau Muhammadabad Gohna 162 0.4%
Faizabad Bikapur, Milkipur 172 0.4% Allahabad Soraav 195 0.4%
Sonbhadra Robertsganj, Ghorawal 207 0.4% Azamgarh Budhanpur, Sagdi, Nizamabad
168 0.4%
Chandauli Chandauli 204 0.4% Lucknow Mohanlalganj 125 0.4%
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PASSENGER TRIP PRODUCTIONS PASSENGER TRIP ATTRACTIONS
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
Badaun Bilsi, Bisauli, Sahasvan 58 0.4% Kushinagar Kasya, Tamkuhi 154 0.4%
Pilhibit Pilhibit 73 0.4% Rampur Rampur, Swar, Tanda 66 0.4%
Ambedkar Nagar
Jalalpur, Taanda, Alaalpur
171 0.4% Agra Fatehbad 38 0.4%
External Zones
Rajasthan 212 0.4% Raibareily Raibreilly 118 0.4%
Sant Ravidas Nagar
Bhadoi 200 0.4% Jaunpur Jaunpur 179 0.4%
Bareily Mirganj 68 0.4% Sant Kabir Nagar
Khalilabad 144 0.4%
Jaunpur Badlapur, Machlishahar 181 0.4% Mahoba Charkhari, Mahoba 109 0.4%
Hardoi Hardoi 87 0.4% Barabanki Haidergarh, Ramasnehi Ghat, Sisraula Gauspur
127 0.4%
Ambedkar Nagar
Akbarpur , Bheeti 170 0.4% Allahabad Koraon, Mejaa 192 0.4%
Saharanpur Nakur 3 0.4% Kannauj Kannauj, Tirwa 91 0.4%
Sitapur Sitapur 84 0.4% Siddhart nagar
Dumriya Ganj, Itwa 139 0.4%
Allahabad Koraon, Mejaa 192 0.4% Lalitpur Mahrauni, Taalbehat 108 0.4%
Lalitpur Lalitpur 107 0.4% Etawah Jasbantnagar, Saifai 51 0.4%
Pratapgarh Lalganj 186 0.4% Aligarh Eglas, Khair 31 0.4%
Hardoi Bilgram, Sadhyajpur 86 0.4% Sant Ravidas Nagar
Bhadoi 200 0.4%
Bareily Faridpur 71 0.4% Gonda Gonda 128 0.4%
Rampur Rampur, Swar, Tanda 66 0.4% Chandauli Chakiya 203 0.4%
Azamgarh Budhanpur, Sagdi, Nizamabad
168 0.4% Mahamaya Nagar( Hathras)
Hathras, Sasni, Sikandararau, Saaadabad
42 0.3%
Mau Maunath Bhanjan 163 0.3% Bareily Faridpur 71 0.3%
Shahjahanpur
Jalalabad 74 0.3% Hamirpur Hamirpur 98 0.3%
Barabanki Haidergarh, Ramasnehi Ghat, Sisraula Gauspur
127 0.3% Sonbhadra Robertsganj, Ghorawal 207 0.3%
Balrampur Tulsipur, Utraula 137 0.3% Agra Baah 39 0.3%
Maharajganj Maharjganj 148 0.3% Ghazipur Ghazipur 165 0.3%
Aligarh Eglas, Khair 31 0.3% Balrampur Tulsipur, Utraula 137 0.3%
Gautam Buddha Nagar
Bisrakh (Noida) 22 0.3% Sonbhadra Dudhi 206 0.3%
Farukkabad Farukkabad 55 0.3% Mirzapur Lalganj, Madihan 198 0.3%
Agra Baah 39 0.3% Farukkabad Farukkabad 55 0.3%
Shahjahanpur
Puwaya 77 0.3% Pratapgarh Lalganj 186 0.3%
External Zones
Bihar 216 0.3% Shahjahanpur Jalalabad 74 0.3%
Hamirpur Hamirpur 98 0.3% Badaun Bilsi, Bisauli, Sahasvan 58 0.3%
Sitapur Mahmudabad, Sidhauli 83 0.3% Bahraich Nanpaara 132 0.3%
Siddhart nagar
Baansi, Naugarh 138 0.3% Maharajganj Maharjganj 148 0.3%
Siddhart nagar
Dumriya Ganj, Itwa 139 0.3% Kansiram Nagar
Kasganj, Patiali, Sahawar 43 0.3%
Mau Muhammadabad Gohna
162 0.3% External Zones
RajasthaN 212 0.3%
Lalitpur Mahrauni, Taalbehat 108 0.3% Lucknow Bakshi ka Talaab, Malihabad
123 0.3%
Aligarh Atrauli, Gabhana 28 0.3% Hardoi Shahbad 89 0.3%
Kansiram Nagar
Kasganj, Patiali, Sahawar
43 0.3% Hardoi Bilgram, Sadhyajpur 86 0.3%
Kaushambi Sirathu 189 0.3% Shahjahanpur Puwaya 77 0.3%
Sonbhadra Dudhi 206 0.3% Gorakhpur Khajni, Kaimpiyarganj, Sahjanwa
150 0.3%
Meerut Sardhana 11 0.2% Gautam Bisrakh (Noida) 22 0.3%
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PASSENGER TRIP PRODUCTIONS PASSENGER TRIP ATTRACTIONS
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
Buddha Nagar
Raibareily Raibreilly 118 0.2% Kushinagar Haata 152 0.2%
Mirzapur Lalganj, Madihan 198 0.2% Chandauli Sakaldih 205 0.2%
Mainpuri Mainpuri 54 0.2% External Zones
Sorrounding Country (Nepal)
222 0.2%
Unnao Unnao 122 0.2% Siddhart nagar
Baansi, Naugarh 138 0.2%
Jhansi Moth 105 0.2% Mainpuri karhal 53 0.2%
Deoria Deoria 157 0.2% Deoria Deoria 157 0.2%
Bahraich Bahraich 133 0.2% Sitapur Mahmudabad, Sidhauli 83 0.2%
Gorakhpur Khajni, Kaimpiyarganj, Sahjanwa
150 0.2% Mathura Chaata 32 0.2%
Chandauli Sakaldih 205 0.2% Gorakhpur Baasgaon, Chauri Chaura, Gola
149 0.2%
Gonda Gonda 128 0.2% Lalitpur Lalitpur 107 0.2%
Raibareily Dalmau, Lalganj, Unchahar
116 0.2% Meerut Meerut 10 0.2%
Sant Kabir Nagar
Khalilabad 144 0.2% Balrampur Balrampur 136 0.2%
Raibareily Maharajganj 117 0.2% Saharanpur Nakur 3 0.2%
Lucknow Bakshi ka Talaab, Malihabad
123 0.2% Unnao Bighapur, Purwa 120 0.2%
External Zones
Northern India (Jammu & Kashmir, Punjab, Chandigarh)
217 0.2% Mahoba Kulpahad 110 0.2%
Mirzapur Mirzapur 196 0.2% Bahraich Bahraich 133 0.2%
Balrampur Balrampur 136 0.2% Allahabad Phulpur 193 0.2%
Muzzaffarnagar
Kairana, Shamli 4 0.2% Jalaun Jalaon, Madhogarh 101 0.2%
Kushinagar Padrauna 153 0.2% Balia Balia 159 0.2%
Jalaun Jalaon, Madhogarh 101 0.2% Mirzapur Mirzapur 196 0.2%
Kheeri Mohammadi 79 0.2% Kushinagar Padrauna 153 0.2%
Mathura Chaata 32 0.2% Gautam Buddha Nagar
Gautam Buddha Nagar, Jewar
24 0.2%
Hardoi Shahbad 89 0.2% External Zones
Northern India (Jammu & Kashmir, Punjab, Chandigarh)
217 0.2%
Pilhibit Bisalpur, Puranpur 72 0.2% Agra Etmadpur 36 0.2%
Kannauj Chibramau 90 0.2% Badaun Gunnaur 57 0.2%
Kheeri Lakhimpur 80 0.2% Auraiyya Auraiya, Bidhuna 92 0.2%
Sultanpur Jaisinghpur, Kaadipur 176 0.2% Sultanpur Jaisinghpur, Kaadipur 176 0.2%
Sultanpur Amethi, Lambhua 175 0.2% Aligarh Atrauli, Gabhana 28 0.2%
Auraiyya Auraiya, Bidhuna 92 0.2% Baghpat Baraut 8 0.2%
Basti Bhanpur, Rudhauli 143 0.2% Deoria Barhaj, Rudrapur 155 0.2%
Jalaun Konch, Urai 103 0.1% Unnao Unnao 122 0.2%
Kushinagar Haata 152 0.1% Raibareily Maharajganj 117 0.2%
Agra Etmadpur 36 0.1% Basti Bhanpur, Rudhauli 143 0.2%
Deoria Barhaj, Rudrapur 155 0.1% Agra Kheragarh 41 0.2%
JP Nagar Amroha 15 0.1% Pilhibit Bisalpur, Puranpur 72 0.1%
Gautam Buddha Nagar
Gautam Buddha Nagar, Jewar
24 0.1% Deoria Bhatpar Rani, Salempur 156 0.1%
Meerut Meerut 10 0.1% Kheeri Mohammadi 79 0.1%
Saharanpur Deoband, Rampur Maniharan
2 0.1% Kheeri Lakhimpur 80 0.1%
Deoria Bhatpar Rani, Salempur
156 0.1% Hamirpur Raath, Sarila 100 0.1%
Balia Balia 159 0.1% Jaunpur Badlapur, Machlishahar 181 0.1%
Badaun Gunnaur 57 0.1% Kannauj Chibramau 90 0.1%
External Sorrounding Country 222 0.1% Jhansi Moth 105 0.1%
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PASSENGER TRIP PRODUCTIONS PASSENGER TRIP ATTRACTIONS
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
DISTRICT REFERENCE TEHSIL ZONE
% share
of total trips
Zones (Nepal)
Moradabad Kanth, Thakurdwara 64 0.1% Kaushambi Sirathu 189 0.1%
Jhansi Garautha, Mauranipur, Tehrauli
104 0.1% JP Nagar Amroha 15 0.1%
Bahraich Nanpaara 132 0.1% Saharanpur Deoband, Rampur Maniharan
2 0.1%
Mahoba Kulpahad 110 0.1% Moradabad Kanth, Thakurdwara 64 0.1%
Unnao Hasanganj, Safipur 121 0.1% External Zones
Bihar 216 0.1%
Banda Baberu 112 0.1% Bareily Aawla 67 0.1%
Balia Baasdih, Bairiya 158 0.1% Jhansi Garautha, Mauranipur, Tehrauli
104 0.1%
Hamirpur Raath, Sarila 100 0.1% Chitrakoot Karvi, Mau 113 0.1%
Unnao Bighapur, Purwa 120 0.1% External Zones
Western India(Gujarat, Maharastra, Goa, Daman & Diu, Lakshadeep, Dadra & Nagar Haveli)
218 0.1%
Bulandshahar
Anupshahar, Sthana 25 0.1% Ambedkar Nagar
Jalalpur, Taanda, Alaalpur 171 0.1%
Sitapur Misrikh 82 0.1% Kanpur Nagar Bilhaur 95 0.1%
Bareily Aawla 67 0.1% Muzzaffarnagar
Kairana, Shamli 4 0.1%
Agra Kheragarh 41 0.1% Bulandshahar Dibai, Khurja, Shikarpur 26 0.1%
Baghpat Baraut 8 0.1% Hardoi Sandila 88 0.1%
Kheeri Golagokarnath, Paliya 78 0.1% Mathura Rest of Mathura tehsil 34 0.1%
Kaushambi Chayal 187 0.1% Mainpuri Bhogaon 52 0.1%
Ghaziabad Garhmukteshwar 17 0.1% Jalaun Konch, Urai 103 0.1%
Mainpuri karhal 53 0.1% Balia Baasdih, Bairiya 158 0.1%
Baghpat Bagpat, Khekra 7 0.1% Rampur Milak, Shahbad, Bilaspur 65 0.1%
Etah Aliganj 44 0.1% Meerut Sardhana 11 0.1%
Mathura Rest of Mathura tehsil 34 0.1% Banda Baberu 112 0.1%
Kanpur Nagar
Bilhaur 95 0.1% Unnao Hasanganj, Safipur 121 0.1%
Mirzapur Chunar 197 0.1% Hamirpur Modha 99 0.1%
External Zones
Western India (Gujarat, Maharastra, Goa, Daman & Diu, Lakshadeep, Dadra & Nagar Haveli)
218 0.1% Sultanpur Musafirkhana, Gauriganj 177 0.1%
Ghazipur Jakhniya, Saidpur 166 0.1% Agra Kiravali 40 0.1%
Hamirpur Modha 99 0.1% Kheeri Dhaurhara, Nidhasan 81 0.1%
Chitrakoot Karvi, Mau 113 0.1% Kaushambi Chayal 187 0.1%
Bijnaur Dhampur, Nagina 14 0.1% Ramabai Nagar
Derpur, Rasulabad, Sikandara
94 0.1%
Sant Ravidas Nagar
Aurai , Gyanpur 199 0.1% Kheeri Golagokarnath, Paliya 78 0.1%
Bijnaur Dhampur, Nagina 14 0.1%
Fatehpur Bindki 114 0.1%
Allahabad Handia 191 0.1%
2.4. FREIGHT TRAFFIC
2.4.1. Total Daily Trips by Movement Type
A total of 1.86 lakh goods vehicle trips were observed on an average day of which 0.72 lakh
were empty trips. About 66 % of goods trips have either origin or destination outside within
the State i.e. intra state goods vehicle trips and other 27% have origin or destination in UP.
About 7.2% of the goods trips are through trips (External to External) with neither origins
nor destinations in UP State (Table 2.8).
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A total freight load of about 14 lakh tonne was recorded at the survey points on an average
weekday which includes procurement / dispersal and movement of goods from State. Of
this about 7.5 lakh tonne is carried within the State movements. About 4.7 lakh tonne has
origin / destination within the State & 1.6 lakh tonne is through passing through the State
Road Network.
Table 2.8 DISTRIBUTION OF FREIGHT TRAFFIC BY MOVEMENT
Type I-I I-E E-I E-E Total
Loaded Vehicle Trips 67,667 17,120 17,991 10,640 113,418
Empty Goods Vehicle Trips 54,528 8,690 6,916 2,766 72,899
Total 122,195 25,810 24,907 13,406 186,317
% Share 65.6% 13.9% 13.4% 7.2% 100.0%
Freight Carried (Tonnes) 746,517 220,710 247,237 161,772 1,376,236
2.4.1.1. Distribution of traffic by modes
The freight carried by various goods vehicles (Table 2.9) by type indicates that light
commercial vehicles (LCV) carry about 0.46 lakh tonnes of freight, 2-axle and 3-axle trucks
move about 1.3 lakh tonnes. Multi-axle goods vehicles cater to movement of 0.12 lakh
tonnes across the State.
Table 2.9 DISTRIBUTION OF FREIGHT TRAFFIC BY MODE
Vehicle Type No. of Goods
Vehicle Trips per day
% Share Freight Carried
(Tonnes per day)
% Share
LCV 0.46 24.5% 0.61 4.4%
2 Axle Truck 0.63 33.8% 4.36 31.7%
3 Axle Truck 0.66 35.4% 6.90 50.1%
MAV 0.12 6.4% 1.89 13.8%
Total 1.86 1.00 13.76 100.0%
2.4.1.2. Loading Pattern
The average payloads have been deduced for each goods mode based on observed freight
loading pattern in loaded goods vehicle trips. While, LCV has an average payload of 2.79
tonnes a higher average of 10.81 tonnes was observed for 2-axle trucks. 3-axle trucks carry
on an average about 16 tonnes and Multi-axle trucks carry more than 24 tonnes
(Table 2.10).
Table 2.10 AVERAGE PAYLOADS (TONNES)
Vehicle Type Freight Carried
(Tonnes) Loaded Vehicle
Trips Average Payloads
(Tonnes per truck load)
LCV 60514 21665 2.79
2 Axle Truck 436250 40358 10.81
3 Axle Truck 689982 43594 15.83
MAV 189490 7802 24.29
Total 1376236 113418 12.13
2.4.1.3. Lead Distribution
Lead Distribution of goods vehicle trips analyzed for their trip lengths indicates an average
lead of 85 km for LCV, 225 km for 2-axle, 344 km for 3-axle trucks. Multi-axle trucks have
an average lead 475 km. The trip length frequency distribution for goods vehicles is shown
in Table 2.11.
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Table 2.11 AVERAGE LEAD OF GOODS VEHICLE
Vehicle Type Average Lead (km)
LCV 85
2 Axle Truck 225
3 Axle Truck 344
MAV 476
2.4.1.4. Trips by Interaction Zones
Major O-D Pairs for zones having significant interaction in terms of freight traffic for
productions and attractions were Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh,
Aurangabad CT), Moradabad, Agra, Allahabad, Bareilly, Bulandshahar, Sikanderabad,
Sultanpur, Gorakhpur, Rampur, Swar, Tanda, Varanasi etc.. Similarly, freight traffic
attracting zones with significant volumes were Lucknow, Kanpur, Banda, Attara, Naraina,
Razapur (Ghazaibad MC, Dharauti Khurd), Allahabad, Moradabad, Hapur, Agra, Varanasi,
Baara, Karchana, Bareilly, Dalmau, Lalganj, Unchahar, Mathura (Mathura MB & Cantt,
Vrindavan MB, Saunkh, Aurangabad (CT), Gorakhpur, Fatehpur, Khaga, Raibarreily,
Faizabad, Fatehpur, Nawabganj, Ramnagar, Sultanpur, Charkhari, Mahoba, Muzaffarnagar
etc. he zones found to be having significant interaction in terms of freight traffic are
highlighted in Table 2.12.
Table 2.12 MAJOR FREIGHT TRAFFIC ATTRACTING & PRODUCTION ZONES
MAJOR TRIP PRODUCTION ZONES MAJOR TRIP ATTRACTION ZONES
District Zone Name Zones % of
Goods Trips
District Zone Name Zone % of
Goods Trips
External Zones
Madhya Pradesh 213 5.7% External Zones
Delhi 211 6.3%
External Zones
Delhi 211 5.0% External Zones
Uttaranchal 208 5.1%
External Zones
Haryana 210 4.2% Lucknow Lucknow 124 4.0%
External Zones
Uttaranchal 208 4.2% Kanpur Nagar Kanpur 97 3.4%
Ghaziabad Razapur (Ghazaibad MC, Dharauti Khurd)
19 4.1% External Zones
Haryana 210 3.0%
Banda Banda, Attara, Naraina 111 3.4% Banda Banda, Attara, Naraina
111 2.8%
Kanpur Nagar Kanpur 97 2.7% Ghaziabad Razapur (Ghazaibad MC, Dharauti Khurd)
19 2.7%
Lucknow Lucknow 124 2.6% Allahabad Allahabad 194 2.4%
Mahoba Charkhari, Mahoba 109 2.5% External Zones
Madhya Pradesh 213 2.4%
Allahabad Baara, Karchana 190 2.4% Moradabad Moradabad 63 2.0%
External Zones
Bihar 216 2.1% External Zones
Bihar 216 2.0%
External Zones
RajasthaN 212 2.0% External Zones
Rajasthan 212 1.9%
Jhansi Jhansi 106 2.0% Ghaziabad Hapur 18 1.9%
Ghaziabad Hapur 18 1.8% Agra Agra 37 1.6%
Fatehpur Fatehpur, Khaga 115 1.8% Varanasi Varanasi 201 1.6%
Mathura Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad CT)
33 1.7% External Zones
North East India (Assam, Arunachal Pradesh, Sikkim, Manipur, Meghalaya, Nagaland, Tripura, Mizoram)
220 1.6%
Moradabad Moradabad 63 1.7% External Zones
Eastern India (Orissa, West Bengal)
219 1.6%
Agra Agra 37 1.5% Allahabad Baara, Karchana 190 1.5%
External Zones
Western India (Gujarat, Maharastra, Goa, Daman & Diu, Lakshadeep, Dadra & Nagar Haveli)
218 1.5% Bareily Bareilly 70 1.4%
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MAJOR TRIP PRODUCTION ZONES MAJOR TRIP ATTRACTION ZONES
District Zone Name Zones % of
Goods Trips
District Zone Name Zone % of
Goods Trips
Allahabad Allahabad 194 1.5% Raibareily Dalmau, Lalganj, Unchahar
116 1.3%
Bareily Bareilly 70 1.3% External Zones
Western India (Gujarat, Maharastra, Goa, Daman & Diu, Lakshadeep, Dadra & Nagar Haveli)
218 1.2%
Bulandshahar Bulandshahar, Sikanderabad
27 1.3% Mathura
Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad CT)
33 1.2%
External Zones
North East India (Assam, Arunachal Pradesh, Sikkim, Manipur, Meghalaya, Nagaland, Tripura, Mizoram)
220 1.3% Gorakhpur Gorakhpur 151 1.2%
Sultanpur Sultanpur 178 1.3% Fatehpur Fatehpur, Khaga 115 1.2%
External Zones
Northern India(Jammu & Kashmir, Punjab, Chandigarh)
217 1.3% Raibareily Raibreilly 118 1.1%
Gorakhpur Gorakhpur 151 1.2% External Zones
Northern India(Jammu & Kashmir, Punjab, Chandigarh)
217 1.0%
Rampur Rampur, Swar, Tanda 66 1.1% Faizabad Faizabad 174 1.0%
External Zones
Eastern India (Orissa, West Bengal)
219 1.1% Barabanki Fatehpur, Nawabganj, Ramnagar
126 1.0%
Varanasi Varanasi 201 0.9% Sultanpur Sultanpur 178 0.9%
Bijnaur Bijnor, Najibabad 12 0.8% External Zones
Surrounding Country (Nepal)
222 0.9%
Gautam Buddha Nagar
Rest of Dadri Tehsil 23 0.8% Mahoba Charkhari, Mahoba 109 0.9%
Kanpur Nagar Ghatampur 96 0.8% Muzzaffarnagar
Muzaffarnagar 6 0.9%
Barabanki Fatehpur, Nawabganj, Ramnagar
126 0.8% Chitrakoot Karvi, Mau 113 0.8%
Varanasi Pindara 202 0.7% Kanpur Nagar Ghatampur 96 0.8%
Shahjahanpur Shahjanpur 75 0.7% Etawah Etawah 50 0.7%
Saharanpur Behat, Saharanpur 1 0.7% Firozabad Firozabad, Tundla, Jasrana
47 0.7%
Etah Etah 45 0.7% Bulandshahar Bulandshahar, Sikanderabad
27 0.7%
Faizabad Faizabad 174 0.6% Basti Basti 141 0.6%
Mathura Mahavan, Maant 35 0.6% Etah Etah 45 0.6%
Firozabad Firozabad, Tundla, Jasrana
47 0.6% Ghazipur Ghazipur 165 0.6%
Etawah Etawah 50 0.6% Bijnaur Bijnor, Najibabad 12 0.6%
Ghazipur Ghazipur 165 0.6% Jhansi Jhansi 106 0.6%
Basti Basti 141 0.6% Kaushambi Chayal 187 0.6%
Mahamaya Nagar( Hathras)
Hathras, Sasni, Sikandararau, Saaadabad
42 0.5% Mainpuri Mainpuri 54 0.6%
Siddhart nagar
Shohratgarh 140 0.5% Meerut Mawana 9 0.5%
Aligarh Lodha (Aligarh MC, Kashimpur Powerhouse)
29 0.5% Gautam Buddha Nagar
Bisrakh (Noida) 22 0.5%
External Zones
Sorrounding Country (Nepal)
222 0.5% Azamgarh Azamgarh 167 0.5%
Mahoba Kulpahad 110 0.4% Rampur Rampur, Swar, Tanda 66 0.5%
Sonbhadra Dudhi 206 0.4% Saharanpur Behat, Saharanpur 1 0.5%
Sitapur Sitapur 84 0.4% Kushinagar Kasya, Tamkuhi 154 0.5%
Kushinagar Kasya, Tamkuhi 154 0.4% Mathura Mahavan, Maant 35 0.5%
Muzzaffarnagar
Budhana, Jansath, Khatauli
5 0.4% Aligarh Eglas, Khair 31 0.5%
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
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P a g e | 2-28
MAJOR TRIP PRODUCTION ZONES MAJOR TRIP ATTRACTION ZONES
District Zone Name Zones % of
Goods Trips
District Zone Name Zone % of
Goods Trips
Barabanki Haidergarh, Ramasnehi Ghat, Sisraula Gauspur
127 0.4% Meerut Meerut 10 0.5%
External Zones
Southern India(Andhra Pradesh, Karnataka, Tamilnadu, Kerala, Pondicherry, Andamaan & Nicobaar Islands)
221 0.4% Mahamaya Nagar (Hathras)
Hathras, Sasni, Sikandararau, Saaadabad
42 0.4%
Raibareily Raibreilly 118 0.4% Shahjahanpur Shahjanpur 75 0.4%
Muzzaffarnagar
Muzaffarnagar 6 0.4% Gautam Buddha Nagar
Rest of Dadri Tehsil 23 0.4%
Sonbhadra Robertsganj, Ghorawal 207 0.4% Siddhart nagar
Shohratgarh 140 0.4%
Gonda Gonda 128 0.4% Aligarh Lodha (Aligarh MC, Kashimpur Powerhouse)
29 0.4%
Chitrakoot Karvi, Mau 113 0.4% Lalitpur Mahrauni, Taalbehat 108 0.4%
Bareily Bahedi, Nawabganj 69 0.4% Pilhibit Pilhibit 73 0.4%
Meerut Mawana 9 0.3% Etah Jalesar 46 0.4%
Auraiyya Auraiya, Bidhuna 92 0.3% Siddhart nagar
Dumriya Ganj, Itwa 139 0.4%
Gautam Buddha Nagar
Bisrakh (Noida) 22 0.3% Bahraich Nanpaara 132 0.3%
Pilhibit Bisalpur, Puranpur 72 0.3% Varanasi Pindara 202 0.3%
Mainpuri Mainpuri 54 0.3% Hardoi Hardoi 87 0.3%
Mirzapur Lalganj, Madihan 198 0.3% Sonbhadra Robertsganj, Ghorawal
207 0.3%
Pratapgarh Pratapgarh 185 0.3% Farukkabad Amratpur, Kayamganj 56 0.3%
Pilhibit Pilhibit 73 0.3% Gonda Gonda 128 0.3%
Allahabad Soraav 195 0.3% Sitapur Sitapur 84 0.3%
Hamirpur Hamirpur 98 0.3% Mirzapur Lalganj, Madihan 198 0.3%
Jaunpur Jaunpur 179 0.3% Muzzaffarnagar
Budhana, Jansath, Khatauli
5 0.3%
Hardoi Hardoi 87 0.3% Jalaun Jalaon, Madhogarh 101 0.3%
Lalitpur Lalitpur 107 0.3% Faizabad Bikapur, Milkipur 172 0.3%
Kansiram Nagar
Kasganj, Patiali, Sahawar 43 0.3% Lucknow Mohanlalganj 125 0.3%
Maharajganj Farenda, Nautanwa, Nichnaul
147 0.3% External Zones
Jharkhand 215 0.3%
Lucknow Mohanlalganj 125 0.3% Allahabad Soraav 195 0.3%
Farukkabad Farukkabad 55 0.3% Bareily Mirganj 68 0.3%
Meerut Sardhana 11 0.2% Mau Muhammadabad Gohna
162 0.3%
Hamirpur Raath, Sarila 100 0.2% Sonbhadra Dudhi 206 0.3%
Jaunpur Kerakat, Madiyahu 180 0.2% Kheeri Golagokarnath, Paliya 78 0.3%
Balrampur Balrampur 136 0.2% Maharajganj Maharjganj 148 0.3%
Bahraich Nanpaara 132 0.2% Badaun Badaun 59 0.3%
Lalitpur Mahrauni, Taalbehat 108 0.2% Jaunpur Kerakat, Madiyahu 180 0.3%
Badaun Badaun 59 0.2% Pratapgarh Pratapgarh 185 0.2%
External Zones
Jharkhand( Sorrounding State)
215 0.2% External Zones
Chattisgarh 214 0.2%
Bahraich Bahraich 133 0.2% Farukkabad Farukkabad 55 0.2%
Mirzapur Mirzapur 196 0.2% Hamirpur Hamirpur 98 0.2%
Hardoi Bilgram, Sadhyajpur 86 0.2% Jalaun Kalpi 102 0.2%
Sultanpur Musafirkhana, Gauriganj 177 0.2% Kaushambi Manjhanpur 188 0.2%
Agra Baah 39 0.2% Ghaziabad Rest of Ghaziabad tehsil
20 0.2%
External Zones
Chattisgarh( Sorrounding State)
214 0.2% Etawah Jasbantnagar, Saifai 51 0.2%
Pratapgarh Kunda 183 0.2% Lucknow Bakshi ka Talaab, Malihabad
123 0.2%
Raibareily Dalmau, Lalganj, Unchahar
116 0.2% Badaun Bilsi, Bisauli, Sahasvan
58 0.2%
Ghazipur Jakhniya, Saidpur 166 0.2% Saharanpur Nakur 3 0.2%
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
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P a g e | 2-29
MAJOR TRIP PRODUCTION ZONES MAJOR TRIP ATTRACTION ZONES
District Zone Name Zones % of
Goods Trips
District Zone Name Zone % of
Goods Trips
Farukkabad Amratpur, Kayamganj 56 0.2% Bahraich Bahraich 133 0.2%
Aligarh Eglas, Khair 31 0.2% Mahoba Kulpahad 110 0.2%
JP Nagar Amroha 15 0.2% External Zones
Southern India (Andhra Pradesh, Karnataka, Tamilnadu, Kerala, Pondicherry, Andamaan & Nicobaar Islands)
221 0.2%
Balia Balia 159 0.2% Auraiyya Auraiya, Bidhuna 92 0.2%
Kaushambi Manjhanpur 188 0.2% Unnao Unnao 122 0.2%
Gautam Buddha Nagar
Gautam Buddha Nagar, Jewar
24 0.2% Sant Kabir Nagar
Khalilabad 144 0.2%
Kannauj Chibramau 90 0.2% Bareily Bahedi, Nawabganj 69 0.2%
Muzaffarnagar
Kairana, Shamli 4 0.2% Kansiram Nagar
Kasganj, Patiali, Sahawar
43 0.2%
Lucknow Bakshi ka Talaab, Malihabad
123 0.2% Mathura Chaata 32 0.2%
Maharajganj Maharjganj 148 0.2% Siddhart nagar
Baansi, Naugarh 138 0.2%
Etah Jalesar 46 0.2% Maharajganj Farenda, Nautanwa, Nichnaul
147 0.2%
Sultanpur Amethi, Lambhua 175 0.2% Gautam Buddha Nagar
Gautam Buddha Nagar, Jewar
24 0.2%
Ramabai Nagar
Akbarpur , Bhognipur 93 0.2% Kannauj Kannauj, Tirwa 91 0.2%
Sitapur Misrikh 82 0.2% Meerut Sardhana 11 0.2%
Etawah Jasbantnagar, Saifai 51 0.2% Gorakhpur Khajni, Kaimpiyarganj, Sahjanwa
150 0.2%
Badaun Bilsi, Bisauli, Sahasvan 58 0.1% Sultanpur Amethi, Lambhua 175 0.2%
Azamgarh Azamgarh 167 0.1% Jaunpur Jaunpur 179 0.2%
Siddhart nagar
Baansi, Naugarh 138 0.1% Basti Harya 142 0.2%
Kannauj Kannauj, Tirwa 91 0.1% Saharanpur Deoband, Rampur Maniharan
2 0.2%
Firozabad Shikohabad 48 0.1% Kaushambi Sirathu 189 0.2%
Allahabad Koraon, Mejaa 192 0.1% Pratapgarh Kunda 183 0.2%
Gorakhpur Baasgaon, Chauri Chaura, Gola
149 0.1% Agra Baah 39 0.2%
Saharanpur Nakur 3 0.1% Rampur Milak, Shahbad, Bilaspur
65 0.2%
Pratapgarh Patti, Raniganj 184 0.1% Barabanki Haidergarh, Ramasnehi Ghat, Sisraula Gauspur
127 0.2%
Bareily Faridpur 71 0.1% Pilhibit Bisalpur, Puranpur 72 0.2%
Ambedkar Nagar
Jalalpur, Taanda, Alaalpur 171 0.1% Balrampur Balrampur 136 0.2%
Ghaziabad Garhmukteshwar 17 0.1% Lalitpur Lalitpur 107 0.2%
Meerut Meerut 10 0.1% Bareily Faridpur 71 0.2%
Siddhart nagar
Dumriya Ganj, Itwa 139 0.1% JP Nagar Amroha 15 0.2%
Bareily Mirganj 68 0.1% Kheeri Lakhimpur 80 0.2%
Gorakhpur Khajni, Kaimpiyarganj, Sahjanwa
150 0.1% Mirzapur Mirzapur 196 0.1%
Rampur Milak, Shahbad, Bilaspur 65 0.1% Kushinagar Haata 152 0.1%
Saharanpur Deoband, Rampur Maniharan
2 0.1% Banda Baberu 112 0.1%
Unnao Hasanganj, Safipur 121 0.1% Mathura Rest of Mathura tehsil 34 0.1%
Unnao Unnao 122 0.1% Balrampur Tulsipur, Utraula 137 0.1%
Ambedkar Nagar
Akbarpur , Bheeti 170 0.1% Chandauli Chandauli 204 0.1%
Agra Fatehbad 38 0.1% Gorakhpur Baasgaon, Chauri Chaura, Gola
149 0.1%
Jalaun Konch, Urai 103 0.1% Firozabad Shikohabad 48 0.1%
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
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P a g e | 2-30
MAJOR TRIP PRODUCTION ZONES MAJOR TRIP ATTRACTION ZONES
District Zone Name Zones % of
Goods Trips
District Zone Name Zone % of
Goods Trips
Chandauli Chakiya 203 0.1% Hardoi Bilgram, Sadhyajpur 86 0.1%
Kushinagar Padrauna 153 0.1% Mirzapur Chunar 197 0.1%
Ramabai Nagar
Derpur, Rasulabad, Sikandara
94 0.1% Ambedkar Nagar
Akbarpur , Bheeti 170 0.1%
Jalaun Jalaon, Madhogarh 101 0.1% Agra Fatehbad 38 0.1%
Bulandshahar Dibai, Khurja, Shikarpur 26 0.1% Hamirpur Raath, Sarila 100 0.1%
Balrampur Tulsipur, Utraula 137 0.1% Sant Ravidas Nagar
Aurai , Gyanpur 199 0.1%
Mau Muhammadabad Gohna 162 0.1% Unnao Hasanganj, Safipur 121 0.1%
Kheeri Golagokarnath, Paliya 78 0.1% Ramabai Nagar
Akbarpur , Bhognipur 93 0.1%
Mau Maunath Bhanjan 163 0.1% Unnao Bighapur, Purwa 120 0.1%
Shahjahanpur Jalalabad 74 0.1% Deoria Deoria 157 0.1%
Kanpur Nagar Bilhaur 95 0.1% Sant Kabir Nagar
Dhanghata 146 0.1%
Jaunpur Badlapur, Machlishahar 181 0.1% Aligarh Atrauli, Gabhana 28 0.1%
Chandauli Sakaldih 205 0.1% Jalaun Konch, Urai 103 0.1%
Sant Ravidas Nagar
Aurai , Gyanpur 199 0.1% Balia Balia 159 0.1%
Kaushambi Chayal 187 0.1% Muzzaffarnagar
Kairana, Shamli 4 0.1%
Banda Baberu 112 0.1% Jhansi Moth 105 0.1%
Sitapur Mahmudabad, Sidhauli 83 0.1% External Zones
Himachal Pradesh (Surrounding State)
209 0.1%
Kushinagar Haata 152 0.1% Jaunpur Badlapur, Machlishahar
181 0.1%
Bareily Aawla 67 0.1% Mainpuri karhal 53 0.1%
Sant Kabir Nagar
Dhanghata 146 0.1% Moradabad Kanth, Thakurdwara 64 0.1%
Hardoi Shahbad 89 0.1% Ambedkar Nagar
Jalalpur, Taanda, Alaalpur
171 0.1%
Shahjahanpur Puwaya 77 0.1% Baghpat Bagpat, Khekra 7 0.1%
Agra Kheragarh 41 0.1% Kannauj Chibramau 90 0.1%
Mirzapur Chunar 197 0.1% Sant Kabir Nagar
Mehdawal 145 0.1%
Etah Aliganj 44 0.1% Sultanpur Jaisinghpur, Kaadipur 176 0.1%
Kheeri Lakhimpur 80 0.1% Kheeri Mohammadi 79 0.1%
Badaun Gunnaur 57 0.1% Ramabai Nagar
Derpur, Rasulabad, Sikandara
94 0.1%
Deoria Deoria 157 0.1% Hardoi Shahbad 89 0.1%
Aligarh Atrauli, Gabhana 28 0.1% Bulandshahar Dibai, Khurja, Shikarpur
26 0.1%
Basti Harya 142 0.1% Azamgarh Budhanpur, Sagdi, Nizamabad
168 0.1%
Sant Kabir Nagar
Khalilabad 144 0.1% Chandauli Sakaldih 205 0.1%
Agra Etmadpur 36 0.1% Mau Maunath Bhanjan 163 0.1%
Chandauli Chandauli 204 0.1% Gonda Karnelganj 129 0.1%
Allahabad Phulpur 193 0.1% Kanpur Nagar Bilhaur 95 0.1%
Bulandshahar Anupshahar, Sthana 25 0.1% Pratapgarh Patti, Raniganj 184 0.1%
Baghpat Bagpat, Khekra 7 0.1% Kushinagar Padrauna 153 0.1%
Agra Etmadpur 36 0.1%
Ghazipur Jakhniya, Saidpur 166 0.1%
Bareily Aawla 67 0.1%
Shahjahanpur Puwaya 77 0.1%
Shahjahanpur Jalalabad 74 0.1%
Sitapur
Mahmudabad, Sidhauli
83 0.1%
Sultanpur
Musafirkhana, Gauriganj
177 0.1%
Sitapur Misrikh 82 0.1%
Baghpat Baraut 8 0.1%
Bulandshahar Anupshahar, Sthana 25 0.1%
Chandauli Chakiya 203 0.1%
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
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MAJOR TRIP PRODUCTION ZONES MAJOR TRIP ATTRACTION ZONES
District Zone Name Zones % of
Goods Trips
District Zone Name Zone % of
Goods Trips
Mau Ghosi, Madhuban 161 0.1%
Shrawasti Ikauna 135 0.1%
Faizabad Rudauli, Sohwaal 173 0.1%
Badaun Gunnaur 57 0.1%
Agra Kheragarh 41 0.1%
Bahraich Kaisarganj, Mahsi 131 0.1%
Etah Aliganj 44 0.1%
The movement pattern i.e. desire line diagrams for interstate and intrastate passengers are
presented in Figures 2.4 (a) to (c).
2.5. FINDINGS FROM TRAVEL DATA ANALYSIS
2.5.1. Passenger Traffic
i. A total of 22.60 lakh intrastate surveyed & expanded passenger trips were observed
in the State daily.
ii. The modal shares of passenger trips per day reveals cars carry about 28% and two
wheelers account for 25% share. The public transport (bus) share accounts for 37%
of the total trips. It is noteworthy, that 10% of passenger trips by auto rickshaws were
also tapped on regional road system on various roads in the State, indicating a larger
dependence of IPT modes in absence of inadequate public buses.
iii. Work trips constitute about 43% of the total surveyed trips. Amongst various
passenger modes 3-wheelers, cars and 2-wheelers are the predominant modes of
travel in this category. Bus trips which are long distance bound carry about 18% of
the work trips. Most of the work trips are local catered by personal and IPT modes.
iv. A total of 13% trips were observed for business purposes. Cars and 2-wheelers were
the dominant modes including 3-wheelers. Buses cater to maximum of 15% of
education trips. Amongst 15% of total social trips observed, buses carry 29% of these
trips across the State.
v. Buses carry 21% of tourism / recreation trips, whereas, overall share of tourist trips is
about 11%. 7% of tourist trips are catered by car traffic, which includes trips by IPT
taxis. A significant 5% of the recreation trips by 2-wheelers suggest that these are
mostly for recreation purposes.
vi. About 8% of the trips were tapped as return trips by various purposes. These are
mostly work and education trips returning home using the regional road system.
vii. The distribution of passenger trips by movement type i.e. between State and All-India,
vice versa and through components indicates that 80% (22.6 lakh) surveyed
passenger trips are performed within the Uttar Pradesh State daily. The respective
share for movement between Rest of the Country beyond UP Boundary and vice
versa is about 18% (4.89 lakh). The through trips were 2% of all trips. The intrastate
and interstate demand of the recorded survey trips is about 28.13 lakh.
viii. Average occupancy of passenger modes observed at the OD survey stations
indicates a value of 4.43 for cars, public modes 39.56. The average occupancy of 2
wheelers and 3 wheelers was recorded as 1.75 & 8.37 respectively.
ix. The frequency of trip occurrences suggests that 54% of trips occur daily and 18% are
performed weekly. About 10% trips are performed monthly.
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x. The zones found to be having significant interaction in terms of passenger trips were
also studied in detail and analysed for the entire State. Top 10 passenger traffic
generating zones (external and internal) were found to be Lucknow, Ghaziabad,
Agra, Allahabd, Mathura, Basti, Barbanki (Fatehpur), Sultanpur, Barreily, Faizabad,
Etah, Fatehgarh etc.
xi. Major traffic attracting zones were Lucknow, Razapur (Ghazaibad MC, Dharauti
Khurd), Bareilly, Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad
CT), Agra, Hapur, Moradabad, Basti, Faizabad, Fatehpur, Nawabganj, Ramnagar,
Varanasi, Sultanpur, Etah etc.
2.5.2. Freight Traffic
i. A total of 1.86 lakh goods vehicle trips were observed on an average day of which
0.72 lakh were empty trips. About 66 % of goods trips have either origin or destination
outside within the State i.e. intra state goods vehicle trips and other 27% have origin
or destination in UP. About 7.2% of the goods trips are through trips (External to
External) with neither origins nor destinations in UP State.
ii. Total freight load of about 14 lakh tonne was recorded / observed at the survey points
on an average weekday which includes procurement / dispersal and movement of
goods from State. Of this about 7.5 lakh tonne is carried within the State movements.
About 4.7 lakh tonne has origin / destination within the State & 1.6 lakh tonne is
through passing through the State Road Network.
iii. Freight carried by various goods vehicles suggest that LCV carry about 0.46 lakh
tonnes of freight, 2-axle and 3-axle trucks move about 1.3 lakh tonnes. Multi-axle
goods vehicles cater to movement of 0.12 lakh tonnes across the State.
iv. The loading pattern of goods traffic analysed indicates an average payload of 2.79
tonnes for LCV’s, higher average of 10.81 tonnes was observed for 2-axle trucks. 3-
axle trucks carry on an average about 16 tonnes and Multi-axle trucks carry more
than 24 tonnes.
v. Lead Distribution of goods vehicle trips analyzed for their trip lengths indicates an
average lead of 85 km for LCV, 225 km for 2-axle, 344 km for 3-axle trucks. Multi-axle
trucks have an average lead 475 km.
vi. Major O-D Pairs for zones having significant interaction in terms of freight traffic for
productions and attractions were Mathura (Mathura MB & Cantt, Vrindavan MB,
Saunkh, Aurangabad CT), Moradabad, Agra, Allahabad, Bareilly, Bulandshahar,
Sikanderabad, Sultanpur, Gorakhpur, Rampur, Swar, Tanda, Varanasi etc.
vii. Similarly, freight traffic attracting zones with significant volumes were Lucknow, Kanpur, Banda, Attara, Naraina, Razapur (Ghazaibad MC, Dharauti Khurd), Allahabad, Moradabad, Hapur, Agra, Varanasi, Baara, Karchana, Bareilly, Dalmau, Lalganj, Unchahar, Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad (CT), Gorakhpur, Fatehpur, Khaga, Raibarreily, Faizabad, Fatehpur, Nawabganj, Ramnagar, Sultanpur, Charkhari, Mahoba, Muzaffarnagar etc.
2.6. BASE YEAR TRAVEL DEMAND MODELLING
2.6.1. Context
The objective of modelling is to build a comprehensive transport model that accurately
represents existing travel conditions for all significant modes of travel and forms the basis to
forecast travel demand in the future under a range of input assumptions and scenarios. The
base year model will be used to simulate the existing traffic and travel movement pattern in
the State and subsequently used to forecast travel demand and movement pattern in the
horizon year.
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Travel demand models are one of the best forecasting tools available because its
development is based on transportation theories, travel survey data and statistical analysis
approaches. An operational travel demand model is required to enable estimation of future
travel demand that will help towards identifying requirements for the region. The main
purpose of travel demand modelling will be to;
- Forecast demand
- Estimate demand in absence of observed data
- Scenario testing- Alternative networks, policies, landuse etc.
- Project planning and corridor studies
- Compliance with economic growth & its management
2.7. MODELLING APPROACH ADOPTED
2.7.1. Intra-Regional Travel Demand
Based on the review of various regional transport demand modelling techniques, their
applicability in different case studies and keeping in view the essential attributes of a
desirable travel demand modelling requirement such as data availability, accuracy,
simplicity, policy sensitivity etc., a sequential four stage modelling approach to model the
intra-regional travel demand in the case study area has been adopted. For developing the
model framework existing transport network, modes and related parameters were studied
and utilised as input in model development.
2.7.2. Passenger
The regional level transport model for U.P state is based on a four step modelling and the
analytical framework for the development of transport model is as given in Fig. 2.5.
The travel demand model has been developed using CUBE software, which is one of the
leading transportation software packages. The structure of the proposed model will be ‘4-
stage’ model incorporating the components of Trip Generation, Trip Distribution, Modal Split
and Trip Assignment.
Fig. 2.5: ANALYTICAL FRAMEWORK FOR THE DEVELOPMENT OF TRANSPORT MODEL
The above sub modules are used for:
- Identification of Origin Destination pairs those are likely to generate dominant traffic
patterns on the network
- Validate total passenger & vehicular trips onto the primary network
Primary & Secondary
Data Collection
Development
of Model
Strategy Formulation
based on Technical,
Economic & Financial
Evaluation
Trip Generation
Trip Distribution
Mode Choice
Trip Assignment
Traffic Data
Road Inventory Data
Regional
Plans/Documentations
etc
Demographic
Economic, Industrial,
Agricultural data
Scenario Building
Identification of core
network
Articulation of
plans/policies
Project Evaluation
Project prioritization
Implementation
programme
Stakeholder
Consultation
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- Assess traffic loading on the new network with respect to all alternative modes and
modal shifts based upon inputs pertaining to time and cost variables
- Assessment of System capacity versus utilization
- Formalise a consultative traffic network plan/design to accommodate future spatial,
supply and demand side changes/ interventions.
The methodology for development of transport demand model is presented in flowchart
below as Figure 2.6.
Fig. 2.6: DEVELOPMENT OF TRANSPORT DEMAND MODEL – FLOW CHART
The structure of the proposed model will be ‘4-stage’ model incorporating the components
of Trip Generation, Trip Distribution, Modal Split and Trip Assignment. A brief description of
various stages is as follows:
2.7.2.1. Trip Generation
It is the first stage in which the trips generated by the individual zones for the region are
calculated. The explanatory variables considered for regression model included zonal
population, workers etc. Simple regressions are carried out to identify significant variables
for the model. Trip generation models are developed separately for passenger and freight
traffic. Some of the important explanatory variables for passenger trip productions and
attraction models are population, per capita income, workers etc. while for freight traffic
some of the important explanatory variables would include NSDP, industrial production,
Transport Demand Model
Primary Survey
Traffic Volume
Roads Side– Bus– Pvt. Vehicle– Goods
Network Inventory- Roads - Rail- Network speeds
Secondary Data Collection
EconomicPopulationEmploymentSettlementsTourism & Industry
Vehicle registrationTraffic and travel dataToll post dataRail goods and passengersPlans and proposals
Travel Characteristics- Origin-destination- Frequency- Purpose
- Mode
Projection of Economic Parameters
Trip Generation
Trip Distribution
Assignment
Model Validation
Projection of Transport Demand
Horizon Year Networks
Traffic Intensity on Horizon Year
Network
Delineation Data of Traffic Zones
STATE POLICY, PROGRAMS, VISION & GOALS
SOCIAL /
ENVIRONMENTAL
POLICY & IMPACTS
Modal Split
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agriculture production, etc.
The trip generation models derived from multiple linear regression are of the following form:
T0 = a0 + a1x1 + a2x2 +………………………+ anxn
Where,
a0 – Constant
a1, a2…………..an – Coefficients associated with each explanatory variables
x1, x2, xn – Explanatory variables that includes one or more planning parameters, socio-
economic and trip characteristics pertaining to each zone in the base year
While developing the zonal regression model, attention has been paid to the following
essential criterions:
- Independent variables should not be inter-correlated but independent
- Independent variables must be capable of interpretability and be measurable
- The size of intercept in relation to the mean value of dependent variable should be
small
- The signs of the regression coefficient must be logical.
2.7.2.2. Trip Distribution
The trip distribution within a trip type is done using a gravity model. The concept underlying
a gravity model is that trip end locations that are closer together will exhibit a stronger
attraction than those that are farther apart. Further, trip end locations with higher trip
generation will be more attractive than trip end locations with lower trip generation. In the
functional form, it can be described as the trip magnitude between two zones (i) and (j) is
directly proportional to the number of trips produced in zone (i), number of trips attracted to
zone (j), and inversely proportional to some function of the spatial separation of the two
zones.
Tij Pi Aj [1/f(dij)]
The equation can be rewritten as; Tij = Ai Bj Pi Aj F(Cij)
where;
Tij = Trips between zone i to zone j
Pi = Production from zone i
Aj = Attraction to zone j
Ai & Bj = Row/column balancing factor
F(Cij) = Cost deterrence from zone i to zone j
F(Cij) = e-tij (tij)-
Dij = Distance between zone i and zone j
where;
tij = Travel time / distance / generalised cost from zone i to zone j
, = Parameter’s to be calibrated
The broad methodology adopted for calibrating the OD matrix is as follows:
- To ascertain the relationship between friction factor and the time, the observed matrix is
iterated to get the first iteration matrix
- The trip length frequency distribution and average trip length (ATL) of the matrix derived
above is compared with the observed matrix.
- The iteration process is repeated till no significant difference between observed and
modelled trip length frequency distribution (TLFD) is observed.
The main criteria for calibration checks are:
- Shape and position of observed and simulated trip length frequency distribution should
be relatively close to one another
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- The difference between the observed and simulated average trip lengths should
be within 3%
Inputs for the model are as follows:
- A set of zonal trip productions and attraction
- Travel time matrix is adopted as the impedance matrix.
- Travel function value (friction factor):
The output of the model is:
- Modelled TLFD
- Modelled Trip Distribution Matrix
- Friction Factor to be utilised as the basis of future trip distribution.
Figure 2.7 shows the structure of calibration of Trip Distribution Model.
Figure 2.7 CALIBRATION OF TRIP DISTRIBUTION MODEL
2.7.2.3. Trip Assignment
The assignment has been carried out using ‘All’ or ‘Nothing’ Assignment method. To attain
validation of road based flows, assigned link flows have been compared with ground counts
for calibration purposes.
2.7.3. Freight Demand
Freight transportation models would involve developing freight generation/attraction
regression models, calibration of freight distribution model and assignment on the base
year highway network. Applying the base year models to future tonnage from various zones
and subsequently of number of commercial vehicle trips for each traffic analysis zone would
be estimated. Commercial vehicle volumes at external stations would be estimated using
transport demand elasticity and economic activity forecast. It is also proposed to identify the
special freight generators in various zones effecting the freight movement in the region and
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integrate them appropriately while forecasting freight demand in the horizon year.
2.7.4. Inter State Passenger Travel Demand
The inter-state transport demand modelling proposed is based on transport demand
elasticity approach. In this method elasticity values are worked out based on time series
vehicle registration data as dependant variable and net national product as independent
variable. It is based on the premise that vehicular growth rates are influenced by the area
economies of the traffic originating and destining states/regions. Under this methodology, a
quantitative relationship is established between time series vehicle registration data and
socio-economic indicators. This is done by fitting log-log regression equations with vehicle
registration data as the dependant variable and socio-economic indicators as the
independent variable.
2.7.5. Model Calibration
Calibration is performed at all levels of the model: trip generation, trip distribution and
assignment. The calibration and validation of travel demand model is essential to accurately
model current/future travel for a region. Model calibration adjusts parameter values until the
predicted travel matches the observed travel within the region for the base year. For the
purposes of forecast it is assumed these parameters will remain constant over time.
Calibration is conducted in all four steps of the modelling process and normally occurs after
establishing model parameters
2.8. MODEL INPUT GENERATION
2.8.1. Traffic Zone System
Regional model TAZ are created based on census boundary. The consultant’s has
developed the zone system based on census boundary at tehsil level. The zone system
comprise of internal zones (within the state boundary) and external zones. For the purpose
of study, the network has been divided into 207 internal zones and 15 external zones.
2.8.2. Transportation Network
The representation of the transportation system is one of the most important aspects of
travel demand modelling. The network serves several purposes in transportation system
analysis as given below:
- Inventory of existing road system
- The network is used in modelling travel demand to estimate the highway travel
impedance between zones in a region. This impedance is usually described as the time
or distance associated with each zone pair
- The simulation of travel in horizon year and in the estimation of impacts associated with
this travel.
A master transportation database is maintained using Arc/Info software. The database
includes existing and proposed road network facilities. Attributes have been coded for
individual segments that describe geometric, operational, and phasing characteristics.
Network has been prepared using GIS tool. This coded network provides the basis of
estimating zone-to-zone travel times for the trip distribution and for trip routing in the vehicle
assignments. The highway network serves several purposes in transportation system
analysis. First, it is an inventory of the existing road system. It is a record for the present
and future years, of the physical status of the highway system. Basic information such as
km of roadway, route configuration, capacity and counted volumes can be stored in the
network.
For the purpose of modelling, a network file has been developed. The basic elements of
network file are nodes and links as described in earlier sections in Chapter 3. ‘Links’
represent individual roadway segments whereas ‘Nodes’ represent the intersection of
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roadway segments and are also used as shape points to maintain the true topology of the
highway system. In addition to regular nodes and links, the network contains special nodes
called ‘Centroids’. Centroids represent the traffic analysis zones (TAZ) and are located at
the centres of activity in the zone. They are the point at which trips are loaded on the
highway network. External stations are centroids which represent the points at which
external trips enter or leave the region.
2.8.3. Traffic & Travel Characteristics
Travel surveys provide the underlying strength of any model and serve as the fundamental
data upon which it is built. The primary objective of this data collection activity is to reflect
the data necessary to eliminate and calibrate a set of travel models for a region. The basic
data required in model developed are as given below:
2.8.3.1. Travel Desire Pattern (OD matrices)
In transportation study, it is often necessary to know the exact origin and destination of the
trips. It is not only necessary to know how many trips are made, but also group these trips
with reference to the zones of their origin and destination. Other information yielded by the
O-D survey would include characteristics of the trip-maker, trip purpose, lengthy, mode of
travel, time and cost of the trip. Suitable matrices have been developed through the
rationalised OD data collected and coded at the traffic zone level.
2.8.3.2. Traffic Counts
Traffic volume counts are used to compare estimated roadway volumes to observed values
as part of the calibration of trip assignment model. The traffic count data used in the
comparison should represent counts taken during the same base year as defined for model
development.
2.8.3.3. Link Travel Times
Link travel times obtained through speed studies are used in the assignment process and
fundamentally determine which paths will be used on the network when travelling between
zone pairs.
2.8.3.4. Socio-economic Data
The indicators commonly used for regional assessment are usually from the following
parameters which have been compiled by the consultants at zonal level:
- Population
- Number of workers
- NSDP
- No. of Registered Industries
- No. of small scale Industries
- Value of agriculture production
- Value of industrial production
2.9. DEVELOPMENT OF BASE YEAR OD MATRIX
2.9.1. Background
The most vital information for travel demand assessment for a region is the existing travel
characteristics and travel pattern. The travel characteristics data is obtained through OD
survey. The OD survey was carried out at 101 locations on selected NH, SH, MDR and
ODR. The detailed analysis of the OD survey has been presented in previous chapter. This
chapter presents the development of base year matrix through combinations of various
matrices. Further the matrix has been updated by applying correction factors. The traffic
zone system adopted for the region has already been given in earlier chapters.
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2.9.2. OD Matrix Development
In a regional study, road side interview method is adopted for developing origin destination
(OD) matrix. The OD survey data of 101 locations was analysed and grouped to form a
single matrix representing the demand of the State. The locations of OD survey were
identified in a manner to avoid double counting at locations. Further the matrix has been
split into passenger and freight trips for analysis. Within passenger trips the matrices were
subdivided into public and private trips. The public bus trips were further subdivided into
private and state owned bus operations. An overall trip rate of 0.011 for internal trips with
0.018 and 0.009 for urban and rural areas respectively were derived from the field surveys.
In order to ensure that the surveyed expanded internal OD matrix is correctly developed
including the intensity of trip rates keeping in view the vastness of the study area a cross
check of trip rates as obtained from field studies OD matrix with those obtained from reports
of Regional Transport Studies was undertaken to ensure compatibility of trip rates and if
found necessary apply appropriate correction factors to reflect the likely travel intensity and
travel pattern in the study area. For this exercise four case studies of Regional Transport
Plan for NCR, Sikkim, Jammu and Arunachal Pradesh were considered and their trip rates
collated as shown in Table 2.13 below.
Table 2.13 OBSERVED PER CAPITA TRIP RATES – EXTRACTS FROM RELEVANT
REGIONAL TRANSPORT STUDIES IN INDIA
State Population (lakh)
Urban Population (%)
Trips (lakh) (Internal)
Trip Rate (internal)
Sikkim 7.3 12 0.22 0.030
Arunachal Pradesh 11.3 20 0.08 0.007
Jammu 41.0 35 1.13 0.028
NCR (National Capital Region)
444.0 58 39.0 0.088
Regression analysis was carried out on the above data set between Trip Rate and
independent variables such as population and urban population (%) respectively for
applying it on the study area. The following equations were found to be significant:
y = 0.001x + 0.018 (R² = 0.920)
y = 0.146x - 0.007(R² = 0.727),
where; (y) is the dependant variable (trips) and (x) is the independent variable (population),
R2 is the coefficient of determination
Based on the above equations the estimated trip rates obtained for the study area were
0.038 and 0.0245 respectively with an overall average value of 0.03 which was found
rationale and was adopted for the study. Based on this adopted overall trip rate and taking
into account the ratio of urban area to overall trip rate and rural area to overall trip rate from
the field data the revised estimated trip rates for urban and rural areas in the study area
obtained were 0.05 and 0.02 respectively.
Further detailed data of public transport trips of government owned buses (RTC) were
collected from secondary sources which provided a reliable source of generating its desire
pattern in the overall OD matrices while the derived private bus trips out of total bus trips
excluding RTC buses were taken from the field surveys in expanded form to provide an
expanded public transport OD matrix. The total public transport trips by bus analysed from
the RTC database (coded zone wise) was estimated at 11.93 lakh trips per day. The
additional trips as a result of enhanced trip rates explained above were distributed as per
the observed desire pattern from field surveys maintaining the observed zonal modal split
shares between public and private transport system from field studies. The resultant matrix
comprising private and public trips derived out of the above mentioned process was
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adopted for travel demand modelling process.
The expanded & estimated public transport trips were 26.28 lakh maintaining the modal
split of private and public transport passenger trips observed from the surveyed passenger
demand.
The summarised transport demand (Table 2.14) representing the final daily travel demand
estimates for the study area was estimated at 66.25 lakh trips per day, of which 57.77 lakh
trips are the internal trips. Further public transport trips estimated are 26.28 lakh, while
39.99 lakh trips per day are by private modes.
Table 2.14 ESTIMATED DAILY TRAVEL DEMAND ON REGIONAL ROAD SYSTEM
FOR THE BASE YEAR – 2011
Type of Movement Number of passenger
trips per day Percent
Internal Trips (I to I) 57,77,117 87.20%
Private Vehicle 37,40,627 56.46%
Public Transport 20,36,490 30.74%
External Trips (I to E & E to I) 8,48,006 12.80%
Private Vehicle 2,56,009 3.86%
Public Transport 5,91,997 8.94%
Total No. of Trips 66,25,123 100.00%
Total Private Transport 40 lakh passenger trips per day (60%)
Total Pubic Transport 26 lakh passenger trips per day (40%)
Modal Split of Regional Passenger Trips 40% favoring public transport
2.10. BASE YEAR TRAVEL TIME MATRIX
The inputs required to generate a Travel Time matrix are:
- Road Networking comprising of ‘Links’, ‘Node’, and ‘Zone Centroid’.
- Speed and Delay survey results giving speed and travel time between all identified
nodes of the network.
For any pair of zone centroids, different paths exist on the network (comprising of links and
nodes) with a different travel time along each path (obtained from speed and delay survey
results). The ‘Shortest Path’ between any pair of zone centroids is the one having minimum
value of total ‘Travel Time’. This concept has been applied for all pairs of zone centroids for
the preparation of travel time matrix.
2.11. TRAVEL DEMAND MODELS AND ITS CALIBRATION
2.11.1. Trip Generation Models
Trip Generation models for passenger and freight internal trips have been developed using
regression models based on the various independent variables such as zonal population,
zonal workers, zonal income, index of agriculture and industrial production respectively.
The best fit regression equations used in the trip productions and attraction models have
been arrived at after carrying out rigorous simple linear regression taking into
considerations a number of independent variables and finally selecting most appropriate
variable which best fits the observed data. Parameters in the regression equations are
optimized not only on the basis of r square and t-statistic but also their ability of optimum
predictability. Some of the other considerations in selecting the final model have been low
constant value, robustness, similarity in observed and estimated trip totals etc. in addition t
statistic were also applied for checking statistical significance of various variables at 5%
level of significance.
Appendix B-2.1 presents planning data developed at the traffic zone level which formed
the basis for developing zonal trip end models.
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2.11.2. Trip Production for Passenger Trips
Trip Production models for passenger and freight internal trips have been developed based
on the various independent variables such as zonal population and zonal income
respectively. Stratified trip production models were developed for passenger trips Urban &
Rural (Category 1 & 2) are described below and shown in Figure 2.8 to 2.12.
URBAN AREAS
Trip Production Equation - Population
y = 0.067x – 10457
R2 = 0.605
y - Passenger Trips
x - Population
Average PCTR from observed data – 0.06
Constant – 15% of Average value of trip production
Fig. 2.8 SCATTER PLOT FOR URBAN TRIP PROD WITH POPULATION
SUMMARY OUTPUT
Regression Statistics
Multiple R 0.77787
R Square 0.605081
Adjusted R Square 0.591463
Standard Error 38142.81
Trip Production Equation – Income
y = 2.614x + 2522
R2 = 0.897
y – Passenger Trips
x - Income
Average PCTR from observed data – 2.77
Constant – 4% of Average value of trip production
y = 0.0672x - 10457 R² = 0.6051
0
50000
100000
150000
200000
250000
300000
0 500000 1000000 1500000 2000000 2500000 3000000 3500000 4000000
Tri
p P
rod
uct
ion
Population
Revised Trip Production Predicted Revised Trip ProductionLinear (Revised Trip Production)
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Fig. 2.9 SCATTER PLOT FOR URBAN TRIP PROD WITH INCOME
Regression Statistics
Multiple R 0.876806908
R Square 0.768790353
Adjusted R Square 0.761331978
Standard Error 28062.9163
RURAL AREAS - CATEGORY I
Trip Production Equation - Population
y = 0.0003x + 18.85
R2 = 0.52
y - Passenger Trips
x – Population
y = 2.6149x + 2522.7 R² = 0.8979
0
50000
100000
150000
200000
250000
300000
0 20000 40000 60000 80000 100000
Tri
p P
rod
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PCI
Revised Trip Production Predicted Revised Trip ProductionLinear (Revised Trip Production)
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Fig. 2.10 SCATTER PLOT FOR RURAL (CAT I) TRIP PROD WITH POPULATION
Regression Statistics
Multiple R 0.71992
R Square 0.518284
Adjusted R Square 0.474492
Standard Error 111.0314
RURAL AREAS: CATEGORY II
Trip Production Equation - Population
y = 0.006x - 1580
R2 = 0.51
y - Passenger Trips
x – Population
y = 0.0003x + 18.85 R² = 0.52
0
100
200
300
400
500
600
700
0 500000 1000000 1500000 2000000
Re
vise
d T
rip
Pro
du
ctio
n
Population
Trip Production - Population
Revised Trip Production
Predicted Revised TripProduction
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Fig. 2.11 SCATTER PLOT FOR RURAL (CAT II) TRIP PROD WITH POPULATION
Regression Statistics
Multiple R 0.714863
R Square 0.511029
Adjusted R Square 0.5004
Standard Error 2490.255
RURAL AREAS: CATEGORY III
Trip Production Equation - Population
y = 0.038x - 3010
R2 = 0.511
y - Passenger Trips
x – Population
y = 0.0068x - 1580.3 R² = 0.511
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
0 500000 1000000 1500000 2000000 2500000
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d T
rip
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Population
Revised Trip Production Predicted Revised Trip Production
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Fig. 2.12 SCATTER PLOT FOR RURAL (CAT III) TRIP PROD WITH POPULATION
Regression Statistics
Multiple R 0.714895
R Square 0.511074
Adjusted R Square 0.505184
Standard Error 17017.29
2.11.3. Trip Attraction for Passenger Trips
Trip Attraction models for passenger and freight internal trips have been developed based
on the various independent variables such as zonal workers and zonal income respectively.
Stratified trip attraction models were developed for passenger trips that at Urban and are
shown in Fig. 2.13 to Fig. 2.17.
URBAN AREAS
Trip Attraction Equation – Workers
y = 0.196x – 14470
R2 = 0.46
y - Passenger Trips
x - Workers
Average PCTR from observed data – 0.14
Constant – 30% of Average value of trip attraction
y = 0.038x - 3010.R² = 0.511
0
20000
40000
60000
80000
100000
120000
140000
0 500000 1000000 1500000 2000000 2500000 3000000 3500000
Tri
p P
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Population
Trip Production - Population
Revised Trip Production Predicted Revised Trip Production Linear (Revised Trip Production)
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Fig. 2.13 SCATTER PLOT FOR URBAN TRIP ATTRAC WITH WORKERS
Regression Statistics
Multiple R 0.70
R Square 0.46
Adjusted R Square 0.47
Standard Error 41536.5
Trip Attraction Equation – Income
y = 2.995x+ 773.7
R2 = 0.676
y - Passenger Trips
x – Income (million Rs.)
Average PCTR from observed data – 3.1
Constant – 1.5% of Average value of trip Attraction
y = 0.181x - 12329 R² = 0.51
0
50000
100000
150000
200000
250000
300000
0 200000 400000 600000 800000 1000000 1200000
Re
vise
d T
rip
Att
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s
Workers
Trip Attraction - Workers
Revised Trip Attractions Predicted Revised Trip AttractionsLinear (Revised Trip Attractions)
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Fig. 2.14 SCATTER PLOT FOR URBAN TRIP ATTRAC WITH INCOME
Regression Statistics
Multiple R 0.822713
R Square 0.676857
Adjusted R Square 0.666085
Standard Error 33558.22
RURAL AREAS
Trip Attraction Equation – Workers
CATEGORY I
y = 0.012x - 874
R2 = 0.50
y - Passenger Trips
x – Workers
y = 2.9953x + 773.77 R² = 0.6769
0
50000
100000
150000
200000
250000
300000
0 20000 40000 60000 80000 100000
Re
vise
d T
rip
Att
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s
Income (mill. Rs)
Revised Trip Attractions Predicted Revised Trip Attractions Linear (Revised Trip Attractions)
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Fig. 2.15 SCATTER PLOT FOR RURAL (CAT I) TRIP ATTRAC WITH WORKERS
Regression Statistics
Multiple R 0.68
R Square 0.50
Adjusted R Square 0.48
Standard Error 1147
CATEGORY II
y = 0.054x - 2863
R2 = 0.75
y - Passenger Trips
x – Workers
y = 0.012x - 874 R² = 0.50
0
500
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1500
2000
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3500
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4500
0 50000 100000 150000 200000 250000 300000 350000 400000 450000
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Trip Attraction - Workers
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Fig. 2.16 SCATTER PLOT FOR RURAL (CAT II) TRIP ATTRAC WITH WORKERS
Regression Statistics
Multiple R 0.86
R Square 0.75
Adjusted R Square 0.74
Standard Error 3998
CATEGORY III
y = 0.128x - 4214
R2 = 0.511
y - Passenger Trips
x – Workers
y = 0.0544x - 2863.5 R² = 0.7522
0
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25000
30000
35000
0 100000 200000 300000 400000 500000 600000 700000
Trip
Att
ract
ion
s
Workers
Trip Attraction - Workers
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Fig. 2.17 SCATTER PLOT FOR RURAL (CAT III) TRIP ATTRAC WITH WORKERS
Regression Statistics
Multiple R 0.711
R Square 0.50
Adjusted R Square 0.49
Standard Error 15352
The trip attraction model for rural areas based on regression models were not adopted as
the constant values observed are very high, which is not representing true picture of trip
rate. Hence for estimating trip attractions for rural areas trip rate method will be adopted to
forecast trips for horizon years.
2.11.4. Trip Production for Freight Trips (Tonnage)
Trip Production models for freight internal trips have been developed based on the various
independent variables such as zonal workers and zonal income respectively. Stratified trip
production models were developed for freight trips at Urban, Industrial, Rural (Category 1),
Rural (Category 2) and Rural (Category 3) and are shown in Figures 2.18 to 2.24.
A. URBAN AREAS
Tonnage Production Equation - Workers
y = 0.028x – 1692
R2 = 0.623
y - Tonnage Production
x - Workers
Average PCTR from observed data – 0.02
Constant - 30% of Average value of trip production
y = 0.1281x - 4214.4 R² = 0.5058
0
20000
40000
60000
80000
100000
120000
140000
160000
0 100000 200000 300000 400000 500000 600000 700000 800000 900000
Trip
Att
ract
ion
s
Workers
Trip Attraction - Workers
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Fig. 2.18 SCATTER PLOT FOR URBAN FREIGHT TRIP PROD WITH WORKERS
Regression Statistics
Multiple R 0.803236032
R Square 0.645188122
Adjusted R Square 0.628292319
Standard Error 4325.98239
Tonnage Production Equation – Income
y = 0.313+ 342.3
R2 = 0.648
y – Tonnage Production
x – Income (in Rs. Millions)
Average PCTR from observed data – 0.32
Constant – 5% of Average value of trip production
y = 0.0287x - 1692.7 R² = 0.6234
0
5000
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15000
20000
25000
30000
0 200000 400000 600000 800000 1000000 1200000
Pro
du
ctio
n T
rip
s-To
nn
age
Workers I-I Production Trips-Tonnage
Predicted I-I Production Trips-Tonnage
Linear (I-I Production Trips-Tonnage)
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Fig. 2.19 SCATTER PLOT FOR URBAN FREIGHT TRIP PROD WITH INCOME
Regression Statistics
Multiple R 0.805172558
R Square 0.648302848
Adjusted R Square 0.634234962
Standard Error 5082.977112
B. INDUSTRIAL AREAS
Trip Production Equation - Workers
y = 0.008x – 184.1
R2 = 0.605
y – Tonnage Production
x - Workers
Average PCTR from observed data – 0.006
Constant – 16% of Average value of trip production
y = 0.313x + 342.3R² = 0.648
0
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15000
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25000
30000
35000
0 20000 40000 60000 80000 100000
I-I P
rod
uct
ion
Tri
ps-
Ton
nag
e
PCI
PCI Line Fit Plot
I-I Production Trips-Tonnage Predicted I-I Production Trips-Tonnage
Linear (I-I Production Trips-Tonnage)
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Fig. 2.20 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP PROD WITH WORKERS
Regression Statistics
Multiple R 0.777769227
R Square 0.604924971
Adjusted R Square 0.589729777
Standard Error 994.2028683
Trips Production Equation – Income
y = 0.32x – 666.5
R2 = 0.595
y - Tonnage Production
x –Income
Average PCTR from observed data – 0.26
Constant – 19% of Average value of trip production
y = 0.0087x - 184.18 R² = 0.6059
0
1000
2000
3000
4000
5000
6000
7000
8000
0 100000 200000 300000 400000 500000 600000 700000 800000 900000
I-I
Pro
du
ctio
n T
rip
s-To
nn
age
Workers
I-I Production Trips-Tonnage Predicted I-I Production Trips-TonnageLinear (I-I Production Trips-Tonnage)
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Fig. 2.21 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP PROD WITH INCOME
Regression Statistics
Multiple R 0.771470487
R Square 0.595166712
Adjusted R Square 0.580708381
Standard Error 2214.614496
C. RURAL AREAS (CATEGORY 1)
Trip Production Equation – Workers
y = 0.0023x – 31.12
R2 = 0.56
y - Tonnage Production x – Workers
Fig. 2.22 SCATTER PLOT FOR RURAL (CAT I) FREIGHT TRIP PROD WITH WORKERS
y = 0.326x - 666.5R² = 0.595
0
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4000
6000
8000
10000
12000
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16000
0 5000 10000 15000 20000 25000 30000 35000 40000
Ton
nag
e P
rod
uct
ion
Income (in Rs.Million)
Tonnage Production - Income Line Fit Plot
I-I Production Trips-Tonnage Predicted I-I Production Trips-Tonnage Linear (I-I Production Trips-Tonnage)
y = 0.0022x - 31.12 R² = 0.561
0
200
400
600
800
1000
1200
1400
1600
0 100000 200000 300000 400000 500000 600000
I-I
Pro
du
ctio
n T
rip
s -
Ton
nag
e
Workers
Series1
Predicted 61.6117508906188
Linear (Series1)
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Regression Statistics
Multiple R 0.75
R Square 0.56
Adjusted R Square 0.55
Standard Error 184
D. RURAL AREAS (CATERGORY II)
y = 0.008x – 253.7
R2 = 0.54
y - Tonnage Production
x – Workers
Fig. 2.23 SCATTER PLOT FOR RURAL (CAT II) FREIGHT TRIP PROD WITH WORKERS
Regression Statistics
Multiple R 0.74
R Square 0.54
Adjusted R Square 0.54
Standard Error 781
E. RURAL AREAS (CATERGORY III)
y = 0.017x + 810.2
R2 = 0.848
y - Tonnage Production
x – Workers
y = 0.0089x - 253.78 R² = 0.5442
0
1000
2000
3000
4000
5000
6000
0 50000 100000 150000 200000 250000 300000 350000 400000 450000 500000
Ton
nag
e P
rod
uct
ion
Workers
Tonnage Production - Workers Line Fit Plot
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Fig. 2.24 SCATTER PLOT FOR RURAL (CAT III) FREIGHT TRIP PROD WITH WORKERS
Regression Statistics
Multiple R 0.92
R Square 0.848
Adjusted R Square 0.826
Standard Error 1024
2.11.5. Trip Attraction for Freight Trips (Tonnage)
Trip Attraction models for freight internal trips have been developed based on the various
independent variables such as zonal workers and zonal income respectively. Stratified trip
attraction models were developed for freight tonnage at Urban, Industrial, Rural (Category
1), Rural (Category 2) and Rural (Category 3) and are shown in Fig. 2.25 to Fig. 2.31.
A. URBAN AREAS
Tonnage Attraction Equation - Workers
y = 0.024x –1399
R2 = 0.6
y – Tonnage Attraction
x - Workers
Average PCTR from observed data – 0.021
Constant – 20% of Average value of trip production
y = 0.017x + 810.2 R² = 0.848
0
1000
2000
3000
4000
5000
6000
7000
0 500000 1000000 1500000 2000000
I-I
Pro
du
ctio
n T
rip
s-To
nn
age
Population
I-I Production Trips-Tonnage Predicted I-I Production Trips-Tonnage
Linear (I-I Production Trips-Tonnage)
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Fig. 2.25 SCATTER PLOT FOR URBAN FREIGHT TRIP ATTRAC WITH WORKERS
Regression Statistics
Multiple R 0.774936617
R Square 0.600526761
Adjusted R Square 0.581504226
Standard Error 3954.606004
Tonnage Attraction Equation – Income (in Rs.Million)
y = 0.504x –429.5
R2 = 0.6
y – Tonnage Attraction
x - Income
Average PCTR from observed data – 0.49
Constant – 5% of Average value of trip production
y = 0.0247x - 1399.9 R² = 0.6005
0
5000
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15000
20000
25000
30000
35000
0 200000 400000 600000 800000 1000000 1200000
Att
ract
ion
Workers
Attraction
Predicted Attraction
Linear (Attraction)
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Fig. 2.26 SCATTER PLOT FOR URBAN FREIGHT TRIP ATTRAC WITH PER CAPITA INCOME
Regression Statistics
Multiple R 0.776318405
R Square 0.602670266
Adjusted R Square 0.589425942
Standard Error 6645.366413
B. INDUSTRIAL AREAS
Trip Attraction Equation – Workers
y = 0.015x – 361.7
R2 = 0.560
y - Tonnage Attraction
x - Workers
Average PCTR from observed data – 0.014
Constant – 20% of Average value of trip production
y = 0.504x - 429.5R² = 0.602
0
5000
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25000
30000
35000
40000
45000
50000
0 20000 40000 60000 80000 100000
Att
ract
ion
PCI
Trip Attraction - Income Line Fit Plot
Attraction
Predicted Attraction
Linear (Attraction)
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Fig. 2.27 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP ATTRAC WITH WORKERS
Trip Attraction Equation - Income
y = 0.314x – 873.7
R2 = 0.6
y - Tonnage Attraction
x – Income
Average PCTR from observed data – 0.25
Constant – 27% of Average value of trip production
y = 0.0156x - 361.71 R² = 0.5604
0
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8000
10000
12000
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16000
0 100000 200000 300000 400000 500000 600000 700000 800000 900000
Ton
nag
e A
ttra
ctio
n
Workers
Attraction
PredictedAttraction
Linear (Attraction)
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Fig. 2.28 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP ATTRAC WITH INCOME
Regression Statistics
Multiple R 0.774719325
R Square 0.600190032
Adjusted R Square 0.587292936
Standard Error 2024.424311
C. RURAL AREAS (CATEGORY 1)
Trip Attraction Equation – Workers
y = 0.004x – 99.2
R2 = 0.52
y - Tonnage Attraction
x – Workers
y = 0.3146x - 873.7 R² = 0.6002
0
2000
4000
6000
8000
10000
12000
14000
16000
0 10000 20000 30000 40000
Ton
nag
e A
ttra
ctio
n
Income (in Rs.Million)
Attraction
Predicted Attraction
Linear (Attraction)
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Fig. 2.29 SCATTER PLOT FOR RURAL (CAT I) FREIGHT TRIP ATTRAC WITH WORKERS
Regression Statistics
Multiple R 0.71
R Square 0.52
Adjusted R Square 0.5
Standard Error 590
D. RURAL AREAS (CATEGORY II)
y = 0.008x – 255.9
R2 = 0.516
y - Tonnage Attraction
x – Workers
y = 0.0044x - 99.207 R² = 0.5162
0
500
1000
1500
2000
2500
3000
3500
4000
0 100000 200000 300000 400000 500000 600000 700000 800000
Ton
nag
e A
ttra
ctio
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Workers
Tonnage Attraction - Workers Line Fit Plot
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Fig. 2.30 SCATTER PLOT FOR RURAL (CAT II) FREIGHT TRIP ATTRAC WITH WORKERS
Regression Statistics
Multiple R 0.72
R Square 0.52
Adjusted R Square 0.5
Standard Error 939
E. RURAL AREAS (CATEGORY III)
y = 0.018x + 264
R2 = 0.52
y - Tonnage Attraction
x – Workers
y = 0.0089x - 255.93 R² = 0.5168
0
1000
2000
3000
4000
5000
6000
0 100000 200000 300000 400000 500000 600000
Ton
nag
e A
ttra
ctio
n
Workers
Tonnage Attraction - Workers Line Fit Plot
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Fig. 2.31 SCATTER PLOT FOR RURAL (CAT III) FREIGHT TRIP ATTRAC WITH WORKERS
Regression Statistics
Multiple R 0.64
R Square 0.52
Adjusted R Square 0.48
Standard Error 2757
Based on the above trip production and attractions equations analysed for passenger and
freight traffic developed for various parameters, most relevant ones were finalized for travel
demand forecasting as summarised in Table 2.15.
Table 2.15 TRIP PRODUCTION AND ATTRACTION
Traffic Area (coverage) Trip Generation Parameter Equation
Passenger
Urban Trip Production Population y = 0.067x – 10457
Rural, Category I Trip Production Population y = 0.0003x + 18.85
Rural, Category II Trip Production Population y = 0.006x - 1580
Rural, Category III Trip Production Population y = 0.038x - 3010
Urban Trip Attraction Workers y = 0.196x – 14470
Freight Urban Trip Production Workers y = 0.028x – 1692
Industrial Trip Production Workers y = 0.0008x –184.1
Rural, Category I Trip Production Workers y = 0.0023x – 31.12
Rural, Category II Trip Production Workers y = 0.008x – 253.7
Rural, Category III Trip Production Workers y = 0.017x + 810.2
Urban Trip Attraction Workers y = 0.025x – 719.4
Industrial Trip Attraction Workers y = 0.015x – 361.7
Rural, Category I Trip Attraction Workers y = 0.004x – 99.2
Rural, Category II Trip Attraction Workers Y = 0.008x – 255.9
Rural, Category III Trip Attraction Workers Y = 0.018x + 264.4
y = 0.018x + 264 R² = 0.52
0
2000
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6000
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10000
12000
14000
0 100000 200000 300000 400000 500000 600000 700000 800000
Ton
nag
e A
ttra
ctio
n
Workers
Tonnage Attraction - Workers Line Fit Plot
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2.11.6. Trip Distribution Models
Trip distribution synthesizes the trip linkages between traffic zones and is used for
simulating the travel pattern. As part of the calibration of trip distribution models initial input
values assumed for the purpose of matrix calibration, & β were 1 and -0.5 respectively.
These were used as the initial seed values for the purpose of undertaking the trip
distribution calibration exercise. The final calibration parameters emanating as an output
from calibration process from the model are:
= - 0.020, β = - 0.123 (where β are the calibration parameters for production and
attraction respectively)
The trip length frequency distribution (TLFD) plot between observed and estimated trips
including cumulative distribution is shown in Fig 2.32 and Fig. 2.33 respectively. It can be
seen that the trip distribution has been calibrated as reflected from close resemblance
between observed and estimated trip length frequency distribution, which is one of the main
criterion for successful calibration of distribution model.
0
10000
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30000
40000
50000
60000
70000
80000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
No
. of
Trip
s
Time (in Minutes)
Trip Length Frequency Distribution
Estimated Trips Observed Trips
Fig. 2.32 TLFD PLOT BETWEEN OBSERVED AND ESTIMATED TRIPS
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0
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1000000
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
No
. of
Trip
s
Time (in Minutes)
Cumulative TLFD
Cumulative (Estimated) Cumulative (Observed)
Fig. 2.33: CUMULATIVE TLFD PLOT BETWEEN OBSERVED AND ESTIMATED TRIPS
2.11.7. Trip Assignment and Validation
2.11.7.1. Background
The validation of trip assignment model is essential to use the base year assignment model
for future trip assignments .The trip assignment validation process involves comparing the
trip assignment model - generated link volumes with the observed traffic counts which is
carried out at various levels. Normally aggregate data is used to carry out aggregate checks
which, focus on reproduction of travel patterns at various traffic count locations in an area.
The statistics used to make the comparisons include:
- Absolute difference in traffic volumes
- Percent difference in traffic volumes
- Coefficient of Determination (R square)
The specific measures utilized in the process of trip assignment validation are :
- Validation target by functional classification of roads
- Percentage difference targets for daily traffic volumes groupings of roads
- Percent error by traffic volume groups and road way designs
2.11.7.2. Guidelines for Validation of Trip Assignment
Very limited guidelines are available for validation of trip assignment. Amongst these the
most widely adopted guidelines are by Fred Wagmann (2012) ‘Minimum travel demand
model calibration & validation guidelines for state of Tennessee‘. According to this the
guidelines for validation of trip assignment are as under:
i. Validation target by functional classification
The validation targets by functional classification standards are given in Table 2.16.
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Table 2.16: DESIRABLE RANGE OF VARIATION BY FUNCTIONAL CLASSIFICATION STANDARDS
Road Hierarchy Acceptable range
National Highways 50% of freeway link volumes within +/-10%
State Highways 75% of Major Arterial volumes with 10,000 vehicles per day
within +/-30%
Source: Minimum travel demand model calibration & validation guidelines for state of Tennessee
updated 2012 by Dr.Fred Wagmann
ii. Percentage difference targets for daily traffic volumes groupings of roads
B grouping of daily volumes the validation target standards are presented in Table 2.17.
Table 2.17: PERCENT DIFFERENCE TARGETS FOR DAILY TRAFFIC VOLUME GROUPINGS
Average annual daily Traffic
Desirable percent deviation FHWA Desirable percent deviation
Michigan
< 1000 200 60
1000 – 2500 100 47
2500 – 5000 50 36
5000 – 10000 25 29
10000 – 25000 20 25
25000 – 50000 15 22
Above 50000 10 21
Source: Minimum travel demand model calibration & validation guidelines for state of Tennessee
updated 2012 by Dr.Fred Wagmann
iii. Percent error by traffic volume group and roadway designs
The standards on percent error by traffic intensity groups with roadway design are
presented in Table 2.18.
Table 2.18: PERCENT ERROR BY TRAFFIC VOLUME GROUP AND ROADWAY DESIGNS
Statistic Standards acceptable Standards Preferable
Percent Error LT 10000 Volume (2L road) 50% 25%
Percent error 10000 – 30000 (4L road) 30% 20%
Percent error 30000 – 50000 (6L road) 25% 15%
Source: Minimum travel demand model calibration & validation guidelines for state of Tennessee
updated 2012 by Dr.Fred Wagmann
2.11.7.3. Trip Assignment Validation Results
The validation of trip assignment in the cast study has been carried out as per the
guidelines prescribed by Fred Wagmann at two levels, namely
- Assessment of variation in modelled and observed traffic volumes
- Correlation analysis between modelled and observed traffic volumes through Coefficient
of Determination.
2.11.7.4. Assessment of variation in modelled and observed traffic volumes
The results of the validation by comparing the modelled trip assignments with observed
traffic volume counts are briefly described as under:
i. Validation target by functional classification of roads
Table 2.19 shows the results of validation of trip assignment by functional classification of
roads in terms of National Highways and State Highways.
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Table 2.19: VALIDATION OF TRIP ASSIGNMENT BY FUNCTIONAL CLASSIFICATION OF ROADS
SN
District name Road Category & Name Observed Volume
Assigned Volume
% of variation
National Highways (Freeways within the acceptable range)
1 Sultanpur NHW-96 (Sultanpur Road) 20673 18402 -11%
2 Behraich NH-28C (Nanapara Nepalganj Road)
7177 6404 -11%
3 Goutam Budh Nagar
NHW-91 (Dadri-Sikanderbad Road)
38403 34501 -10%
4 Pratapgarh NH-131 Pratapgarh-Raibareily Road
4690 4317 -8%
5 Kushi Nagar NH-28 (Kushi Nagar - Tamkui Road)
12823 12183 -5%
6 Lucknow NHW-56 Lucknow-Sultanpur Road 25022 24556 -2%
7 Pratapgarh NH-24B (Lucknow Allahabad Road)
10557 10448 -1%
8 Allahabad NH-96 (Allahabad- Pratapgarh Road)
14995 14855 -1%
9 Kanpur Nagar NH-86 Kanpur Ghatampur Hamirpur Road
11203 11391 2%
10 Jhansi NHW-25 (Lucknow-Jhansi Road) 16288 16738 3%
11 Mirzapur NH-7 (Mirzapur-Hanumana Road) 6237 6482 4%
12 Ghaziabad NH-24 (Delhi-Lucknow Road) 99405 105621 6%
13 Saharanpur NHW-73 (Ambala-Saharanpur Road)
13157 13999 6%
14 Gazipur NHW-29 Gazipur-Gorakhpur Road 12008 13051 9%
15 Maharajgunj NH-29 (Gorakhpur Sanouli Road) 5674 6182 9%
16 Varanasi NH-56 (Varanasi-Jounpur Road) 19322 21363 11%
State Highways (Major Arterial within the acceptable range)
1 Fatehpur SH-13 (Fatehpur-Lalganj Road) 15681 15456 -1%
2 Kanpur Nagar
SH-46 (Bhognipur -Jahanabad Road) 17541 16462 -6%
3 Banda SH-13 (Banda-Tindwari Road) 16593 15456 -7%
4 Etah
SHW-31 (Agra-Etah Road Near NH-91) 17928 16355 -9%
5 Siddharth Nagar SH-1A (Balrampur-Novgarh Road) 12624 11145 -12%
6 Basti
SH-26 (Pilibhit- Bahraich-Basti Road) 14549 11325 -22%
7 Moradabad
SHW-41 (Kashipur Moradabad Road ) 18350 13498 -26%
From the above table it can be inferred that trip assignments between modelled and
observed trips along National Highways on 50% of NH links i.e. 13 counts are within +_
10% acceptable as shown in the table above. Within these the modelled trip assigned
varies between 1 to 26% when compared to observed link counts.
Further for State Highways out of 29 count locations along it 9 locations have a daily traffic
volume of 10,000 vehicles or more .Amongst these 78% of the roads i.e. 7 SH’s have traffic
volume in excess of 10,000 vehicles per day as well as the variations in trip assigned are
well within the acceptable range of +/- 30% as observed from Table 2.16 above.
ii. Percentage difference targets for daily traffic volumes groupings of roads
Table 2.20 shows the results of validation of trip assignment by daily traffic volume
groupings in the study area. For validation purposes the highest deviation values between
FHWA and Michigan shown in Table 2.17 have been adopted.
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Table 2.20: PERCENT DIFFERENCE TARGETS FOR DAILY TRAFFIC VOLUMES GROUPINGS
SN District name Road Category & Name Observed Volume
Assigned Volume
% of variation
ADT Volume Less than 1, 000
1 Mahoba MDR-17 (Kulpahad-Naugaou Road) 835 1873 124%
2 Mau ODR-8 Mau Sultanipur Road 1290 2090 62%
3 Jhansi ODR-10 (Gauratha-Mauranipur Road) 701 1039 48%
4 Kanpur Dehat SH-40 (Lucknow - Etawa Road) 1476 1814 23%
5 Sultanpur MDR-66E (Haliyapur-Belawai Marg) 1297 1335 3%
6 Mirzapur ODR-4 (Lalganj-Kalwari Road) 1445 1337 -7%
ADT Volume (1, 001 - 2,500)
7 Mau ODR-8 Mau Sultanipur Road 1290 2090 62%
8 Kanpur Dehat SH-40 (Lucknow - Etawa Road) 1476 1814 23%
9 Sultanpur MDR-66E (Haliyapur-Belawai Marg) 1297 1335 3%
10 Mirzapur ODR-4 (Lalganj-Kalwari Road) 1445 1337 -7%
11 Hamirpur SHW-42 (Rath-Hamirpur Road ) 1656 1339 -19%
12 Kheeri MDR-14 Lakhimpur Maigalganj Road 2246 1499 -33%
13 Jalaun MDR-27B (Jalaun-Koch Road) 2101 1342 -36%
ADT Volume (2,501 - 5,000)
14 Varanasi ODR-49 (Mahao-Karakat Road) 3708 5745 55%
15 Mathura MDR-102 ( Mathura-Sadabad Road) 3299 4519 37%
16 Kausambi MDR-145 (Shiratu-Manjhanpur- Sarai Akil Road)
3430 3705 8%
17 Balrampur SH-26 (Basti-Behariach-Pilibhit Raod) 4379 4512 3%
18 Barabanki MDR-77C (Lucknow-Mahmudabad Road)
3873 3749 -3%
19 Azamgarh ODR-1 (Bilariaganj Raounapar Road) 4073 3932 -3%
20 Shahjahanpur SHW-25 (Shahjahanpur-Paliya Road) 2551 2425 -5%
21 Pratapgarh NH-131 Pratapgarh-Raibareily Raod 4690 4317 -8%
22 Faizabad SH-15 Faizabad-Raibareli Road 4509 3748 -17%
23 Allahabad MDR-121( Meja Kurao Road) 4601 3444 -25%
24 Deoria MDR-152E (Deoria Bhikampur Ruderpur Road)
3086 2072 -33%
25 Maharajgunj SH-86 (Maharajgunj Farenda Road) 3695 2350 -36%
26 Saharanpur MDR-2W (Nanota-Devban Road) 2775 1440 -48%
27 Jaunpur SHW-36 (Lucknow-Kerakat-Manjhighat Road)
4780 2338 -51%
ADT Volume (5,001 - 10,000)
28 Pratapgarh MDR-113 (Patti-Chanda Road) 8910 10762 21%
29 Aligarh NH-93 (Aligarh-Anup Shear Road) 9019 10477 16%
30 Mau SH-34 (Mau Muhamdabad Road) 7234 8167 13%
31 Basti MDR-31 (Basti Mahuli Road) 7557 8280 10%
32 Maharajgunj NH-29 (Gorakhpur Sanouli Road) 5674 6182 9%
33 Bareily SH-37 Bareily-Bahedi Road 9147 9517 4%
34 Mirzapur NH-7 (Mirzapur-Hanumana Road) 6237 6482 4%
35 Saharanpur MDR-147W (Nakur-Saharanpur Road) 6219 6443 4%
36 Pilibhit SH-29 (Pilibhit-Tanakpur Road) 5525 4983 -10%
37 Firozabad MDR-77 SiKihohabad-Bateswar Road (Near Canal)
5219 4672 -10%
38 Behraich NH-28C (Nanapara Nepalganj Road) 7177 6404 -11%
39 Badaun SH-18 (Badaun-Bulansher Road) 7047 5957 -15%
40 Faizabad SH-30 Akbarpur-Faizabad Road 6419 5025 -22%
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SN District name Road Category & Name Observed Volume
Assigned Volume
% of variation
41 Hardoi SH-25 (Hardoi-Shahjahanpur Road) 5093 3956 -22%
42 Farukkabad MDR-110 (Farukkabad Kayamganj Road)
6777 5158 -24%
43 Etawa SH-83 (Etawa Mainpuri Road) 9630 6954 -28%
ADT Volume (10,001 - 25,000)
44 Varanasi NH-56 (Varanasi-Jounpur Road) 19322 21363 11%
45 Gazipur NHW-29 Gazipur-Gorakhpur Road 12008 13051 9%
46 Saharanpur NHW-73 (Ambala-Saharanpur Road) 13157 13999 6%
47 Jhansi NHW-25 (Lucknow-Jhansi Road) 16288 16738 3%
48 Kanpur Nagar NH-86 Kanpur Ghatampur Hamirpur Road 11203 11391 2%
49 Allahabad NH-96 (Allahabad- Pratapgarh Road) 14995 14855 -1%
50 Pratapgarh NH-24B (Lucknow Allahabad Road) 10557 10448 -1%
51 Fatehpur SH-13 (Fatehpur-Lalganj Road) 15681 15456 -1%
52 Kushi Nagar NH-28 (Kushi Nagar - Tamkui Road) 12823 12183 -5%
53 Kanpur Nagar SH-46 (Bhognipur -Jahanabad Road) 17541 16462 -6%
54 Banda SH-13 (Banda-Tindwari Road) 16593 15456 -7%
55 Etah SHW-31 (Agra-Etah Road Near NH-91) 17928 16355 -9%
56 Sultanpur NHW-96 (Sultanpur Road) 20673 18402 -11%
57 Siddharth Nagar SH-1A (Balrampur-Novgarh Road) 12624 11145 -12%
58 Basti SH-26 (Pilibhit- Bahraich-Basti Road) 14549 11325 -22%
ADT Volume (25,001 - 50,000)
59 Lucknow NHW-56 Lucknow-Sultanpur Road 25022 24556 -2%
60 Goutam Budh Nagar NHW-91 (Dadri-Sikanderbad Road) 38403 34501 -10%
ADT Volume (25,001 - 50,000)
61 Ghaziabad NH-24 (Delhi-Lucknow Road) 99405 105621 6%
From the above table it can be inferred that the variations generally tend to decline with
increasing traffic intensities. Further it may also be inferred from the assigned trip volumes
that all the links shown in the Table above meet the targets of the highest deviation values
of FHWA and Michigan values in Table 2.8.
iii. Percent error by traffic volume group and roadway designs
Table 2.21 shows the results of validation of trip assignment by daily traffic volume
groupings roadway designs in the study area.
Table 2.21: PERCENT ERROR BY VOLUME GROUP AND ROADWAY DESIGNS IN STUDY AREA
SN District name Road Category & Name Observed Volume
Assigned Volume
% of variation
Percent error LT 10,000 volume (2L road)
1 Varanasi NH-56 (Varanasi-Jounpur Road) 19322 21363 11%
2 Saharanpur NHW-73 (Ambala-Saharanpur Road) 13157 13999 6%
3 Ghaziabad NH-24 (Delhi-Lucknow Road) 99405 105621 6%
4 Allahabad NH-96 (Allahabad- Pratapgarh Road) 14995 14855 -1%
5 Fatehpur SH-13 (Fatehpur-Lalganj Road) 15681 15456 -1%
6 Lucknow NHW-56 Lucknow-Sultanpur Road 25022 24556 -2%
7 Kanpur Nagar SH-46 (Bhognipur -Jahanabad Road) 17541 16462 -6%
8 Goutam Budh Nagar NHW-91 (Dadri-Sikanderbad Road) 38403 34501 -10%
9 Sultanpur NHW-96 (Sultanpur Road) 20673 18402 -11%
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SN District name Road Category & Name Observed Volume
Assigned Volume
% of variation
10 Siddharth Nagar SH-1A (Balrampur-Novgarh Road) 12624 11145 -12%
11 Basti SH-26 (Pilibhit- Bahraich-Basti Road) 14549 11325 -22%
Percent error LT 10,000 to 30,000 volume (4L road)
12 Jhansi NHW-25 (Lucknow-Jhansi Road) 16288 16738 3%
13 Kushi Nagar NH-28 (Kushi Nagar - Tamkui Road) 12823 12183 -5%
14 Pratapgarh NH-24B (Lucknow Allahabad Road) 10557 10448 -1%
From the above table it can be seen that trip assignments between modelled and observed
trips along 2 lane roads with traffic volume less than 10,000 vehicles range between 1
to22% which is well within the acceptable range of 25% preferred. Further 4 lane roads
between 10,000 to 30,000 vehicles traffic volume exhibit the range of error between
modelled trips assigned and observed volumes in the range of 1% to 3% which again is
much within the acceptable values of 20% error margin .
2.11.7.5. Correlation analysis between modelled and observed traffic volumes through
‘Coefficient of Determination’
The coefficient of determination (R square) estimates the correlation between the actual
ground counts and the estimated traffic volumes. It has been suggested in the norms and
guidelines that region wide coefficient of determination of more than 0.88 is acceptable to
infer that the trip assignment results are validated.
In the present study a scatter plot between assigned and observed link traffic volume has
been constructed as shown below graphically.
SCATTER PLOT OF ASSIGNED VS. OBSERVED LINK TRAFFIC VOLUME
0
20000
40000
60000
80000
100000
120000
0 20000 40000 60000 80000 100000 120000
Ob
serv
ed
Vo
ulm
e
Assigned Volume
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From the above figure it can be inferred that the correlation between observed and
assigned traffic volumes exhibited through Coefficient of Determination is 0.89 which is
near to the prescribed value of 0.88 as per the Travel demand model calibration &
validation guidelines for state of Tennessee updated 2012 by Dr.Fred Wagmann.
From all the above validation tests it can be inferred that the trip assignment model results
in the study area are validated and the model can be applied for assessing future trip
assignments on the identified network in the study area.
2.11.7.6. Traffic Assignment
The observed trip assignments have been plotted graphically in PCUs for passenger and
goods traffic for the base year 2011. The assignment plots are presented in
Figures 2.34 to 2.35. The model has been used to validate the estimates of traffic and
model’ the travel pattern as obtained from primary surveys. The following are the key
concluding remarks:
i. The detailed operational model was able to replicate and validate much of the travel
and traffic patterns on the primary/secondary network and across survey points
ii. The exercise clearly highlights the major travel demand corridors in the State which will
form the part of the core network based on future traffic estimates.
iii. Around 26% of the primary network carries traffic more than 5000 PCU. In total 3% of
MDR and ODR network carries traffic load of more than 5000 PCU.
iv. The developed travel demand model is fully operational and can be subjected to
scenario and sensitivity testing across horizon years owing to proposed interventions.
The Transport Demand Model developed for the State was used to forecast and simulate
the travel demand up to the horizon year 2031. The base year economic variables have
been suitably forecast for the horizon year and these will be the inputs to the model to
project the transport demand. The demand forecast for passenger and freight traffic will be
one of the base for identifying and screening the core network for the State of Uttar
Pradesh.
The demand forecast along with settlement analysis and connectivity to major industrial,
tourism and other important sectors will be the main screening criteria. Consultants have
studied in detail the plans and policies of relevance to this study and appraised it in earler
submissions. The major policy interventions and proposals which are in various stages of
planning will also be considered in the horizon year network like National Expressways
identified by MoRTH and State Government, Border Roads, Golden Quad, NS/EW
Corridor, NCR Road Infra Plan, PPP initiatives by UPSHA, Bypasses etc. will also
considered along with the identification of core road system.
The highlights of the UP Road Policy summarized below will also be kept in view while
identifying the core road network strategy.
- lower transportation costs to increase competitiveness in trade
- better connectivity of villages to higher category of roads
- value for money of public investment
- reduction in road accidents
- modernisation of the construction industry
- integration of market centres with better road connectivity
- all SH and MDR to be two-landed by 2017 and 2022
- by-passes for cities above 5 lakh population and ring roads for cities above 10 lakh pop.
- provision of road side facilities
- overloading of vehicles to be checked
- modern maintenance methods to be introduced
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2.12. ASSESSMENT OF GROWTH DYNAMICS OF THE REGION(S)
Transport is a derived demand, dependent on the sectors of economy. Socio-economic
growth potential of the influence area plays an important role in the travel demand. Trip end
forecasts for the horizon year (2031) require an estimation of planning variables for horizon
year and it becomes imperative to carry out an assessment of growth potential of the study
region in terms of demographic and economic characteristics. In this context trends of
regional demographic and economic aspects together with various policies and
development objectives of GoUP and GOI have been examined with a view to build up
horizon year estimates to be used in developing future travel demand estimates for the
state.
2.12.1. Population
Uttar Pradesh is the most populous State in India. The State has witnessed high population
growth in recent decades without any perceptible sign of decline. The annual growth rate of
population in Uttar Pradesh stood at 2.33 during 1991–2001 well above the national
average of 1.94 per cent. The current population in the State, 2011 estimates, Census of
India recorded a population of 1996 lakh. The percentage growth of population during 2001-
2011 is around 20%. The percentage of urban population in the state is 21% which shows
the dominance of rural population (79%). The demographic indicators presented above
reflect an explosive situation in years to come for the State of Uttar Pradesh. According to
the projections on the basis of previous year’s growth rate, State’s population is expected to
grow from 1662 lakh in 2001 to 2170 lakh in 2011 and 2750 lakh in 2021 respectively.
The State’s population growth has been considerably higher than all-India’s in the period
1971-2011 including the period 2001-11 period in spite of showing a declining trend in its
growth rate as explained in Table 2.22
Table 2.22 ANNUAL GROWTH RATE OF POPULATION
Area 1951-61 1961-71 1971-81 1981-91 1991-2001 2001-2011
UP State 1.60 1.80 2.30 2.30 2.32 1.85
All-India 2.84 2.24 2.22 2.16 1.97 1.64
The population profile in terms of absolute size and annual growth rates of the UP region
for the year 2001 and 2011 is shown in Figure 2.36 & 2.37.
632 738
883 1109
1320
1662
1996
0
500
1000
1500
2000
2500
1951 1961 1971 1981 1991 2001 2011
Po
pu
lati
on
in t
ho
usa
nd
s
Year
Figure 2.36 POPULATION GROWTH IN UP STATE
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2.12.2. Population Projections for UP
Population projection is a scientific method. The analysis is conditioned by making certain
assumptions, using data relating to the past available at that point of time. Assumptions
used and their probability of adhering in future, forms a critical input in this mathematical
effort. Predicting the future course of human fertility and mortality is not easy, especially
when looking beyond in time as medical and health intervention strategies, food production
and its equitable availability, climatic variability, socio-cultural setting, politico economic
conditions and a host of other factors influence population dynamics, making it difficult to
predict the growth with certainty.
The Component Method (Ref. 23, Report of The Technical Group on Population Projections
Constituted by the National Commission on Population, May 2006) is the universally
accepted method of making population projections because growth of population is
determined by fertility, mortality and migration rates. Twenty-one States have been
considered and applied the Component method. They are Andhra Pradesh, Assam, Bihar,
Chhattisgarh, Delhi, Gujarat, Haryana, Himachal Pradesh, Jammu & Kashmir, Jharkhand,
Karnataka, Kerala, Madhya Pradesh, Maharashtra, Orissa, Punjab, Rajasthan, Tamil Nadu,
Uttaranchal, Uttar Pradesh and West Bengal. The projection of the seven north-eastern
states (excluding Assam) has also been carried out as a whole. For the State of Goa and
six Union territories, Mathematical Method has been applied. The data used are 2001
Census and Sample Registration System (SRS). SRS provides time series data of fertility
and mortality, which has been used for predicting their future levels.
The salient features of the population projections at the national level, and some of the
underlying assumptions in this regard, are as under:
- The population of India is expected to increase from 1029 million to 1400 million during
the period 2001-2026 - an increase of 36 percent in 25 years period at the rate of 1.2 %
annually. As a consequence, the density of population will increase from 313 to 426
persons per square kilometer.
- The crude birth rate will decline from 23.2 during 2001-05 to 16.0 during 2021-25
because of falling level of total fertility. In contrast, the crude death rate is expected to
fall marginally due to changing age structure of the population with the rising median
1.6
1.8
2.3 2.3 2.32
1.85
2.84
2.24 2.22 2.16 1.97
1.64
0
0.5
1
1.5
2
2.5
3
1951-61 1961-71 1971-81 1981-1991 1991-2001 2001-11
Gro
wth
Rat
e
Year
Figure 2.37 ANNUAL GROWTH RATE (%) - POPULATION
UP
India
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age as a result of continuing decline in fertility and increase in the expectation of life at
birth. It will drop from 7.5 during 2001-05 to 7.2 during 2021-25.
- The infant mortality rate of the country, which is reported to be 63 in 2002, is estimated
to decline to 61 during the period 2001-05 and is expected to go down to 40 by the end
of the period 2021-25.
- Another important consequence of the declining fertility will be that, at the national level,
the population in the school-going age of 5-14 years is expected to decline from 243
million in 2001 to 222 million in 2026. The share of the population aged 5-14 years to
total population of all ages is expected to decrease by 5 percent from 24 percent in
2001 to 19 percent in 2011 and by 3 percent between 2011 to 2026 (19 to 16 percent).
- The youth population in the age- group 15-24 years is expected to increase from 195
million in 2001 to 240 million in 2011 and then continue to decrease to 224 million in
2026.
- Therefore, the report concluded that; 54 % of the population in the country, are aged 24
years and below in 2001, constituting 35 percent and 19 percent in the ages 0-14 years
and 15-24 years respectively. The combined proportion of these two age groups is
expected to fall from 54 % in 2001 to 39 % in 2026. The average Indian will be
expected to be of 31 years old in 2026 compared to 23 years old in 2001.
- Out of the total population increase of 371 million between 2001 and 2026, the share of
the workers in the age-group 15-59 years in this total increase is expected to be 83 %.
This will have resultant implication in the productivity of labour in future.
- The sex ratio of the total population (females per 1000 males) is expected to decrease
(i.e. become less feminine) from 933 in 2001 to 930 during 2026.
- The Total Fertility Rate (TFR) is expected to decline from 2.9 during 2001-2005 to 2.0
during 2021-25. The assumption is that the Total Fertility Rate (TFR) would decline
steadily and would touch the floor value of 1.8 in some states. With this, the weighted
TFR is projected to reach the replacement level of 2.1 by the period 2021.
- The urban population in the country, which is 28 percent in 2001, is expected to
increase to 38 percent by 2026. The urban growth would account for over two-thirds (67
percent) of total population increase by 2026. Out of the total population increase of
371 million during 2001-2026 in the country, the share of increase in urban population
is expected to be 249 million.
The salient features of the projections at the State Level compiled by the Committee are as
under:
- The population of Uttar Pradesh is expected to be highest among all the states of the
country at almost 249 million in 2026.
- The State, which is expected to have least growth in the quarter century (2001-2026) is
Tamil Nadu (15 percent), followed by Kerala (17 percent). In contrast, Delhi will have
the highest projected growth of 102 percent during 2001-2026. States, which will have
projected growths in the range of 20-30 % are Himachal Pradesh, Punjab, West
Bengal, Orissa, Andhra Pradesh and Karnataka. The population in the states of
Haryana, Rajasthan, Uttar Pradesh and Madhya Pradesh is projected to increase by
40-50 percent during 2001-2026, which is above the national average of 36 percent.
- Of the projected increase in population of 371 million in India during 2001-26,187
million is likely to occur in the seven States of Bihar, Chhattisgarh, Jharkhand, Madhya
Pradesh, Rajasthan, Uttar Pradesh and Uttaranchal. Population in Kerala is expected to
go up from 28 years in 2001 to 38 years in 2026. In contrast, the median age in Uttar
Pradesh is expected to go up from 19 years to 27 years.
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- State-wise proportion of population expected to live in urban areas by 2026. It is
observed that by 2026, 99 % of Delhi’s population would be living in urban areas, which
is highest among the states, included for projecting the population by component
method. In contrast, 12 % of the population of Bihar would be expected to live in urban
areas by the same year (2026), which is lowest among all the states.
- In UP the proportion of urban population is expected to increase by 27.2% by year
2026. COI, 2011 has revealed that there 7 million cities in UP.
POPULATION PROFILE OF UP STATE - 2011
2.13. ECONOMIC DIMENSION
2.13.1. Employment
Employment is an important indicator in economic profile of any State. As per census 2001,
the workforce participation rate for Uttar Pradesh stood at 32.5 per cent. The respective
figures were 33.9 per cent in rural areas and 26.9 per cent in urban area. The total number
of workers in the State in 2001 were 539.84 lakh, out of which 393.38 lakh are main
workers were (i.e. who get employment for more than 183 days in a year) and 146.46 lakh
were marginal workers (i.e. those who get employment for less than 183 days in a year).
The growth rate of marginal workers has been much faster. Thus, the main workers
registered an annual growth rate of only 0.12 per cent during 1991-2001, whereas the
marginal workers increased at a rate of 16.78 per cent per year. Marginal workers now
constitute 27.1 per cent of total workers in the State. Two thirds of the total workers in U.P
are still engaged in the Agricultural sector as per 2001 Census.
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Rural areas of U.P are also less diversified with 77 per cent of work force in agriculture.
Nearly one-fourth of total workers are landless agricultural labourers. According to 61st
Round of NSS-National Sample Survey (2004-05), 61.7 per cent of total workers in U.P
were employed in the primary sector, 18.2 per cent in secondary sector and remaining 20.1
percent in tertiary sector. The lack of diversification of the economy and heavy dependence
of people on land is one of the major causes of low incomes and poverty in rural UP. The
pace of diversification has also been slow in UP as compared to the all India level. The
growth of workers in UP state is shown in Figure 2.38.
The profile of workers in UP state is shown in Figure 2.39.
Figure 2.39 WORKERS PROFILE OF UP STATE
Over the years from 2004 to 2009 while share of primary sectors has decreased from 32%
to 26% there is an increase in tertiary sector from 47% to 51% and secondary sector has
marginally increased from 21 % to 23% respectively as depicted pictorially below.
318 388
535 566
0
100
200
300
400
500
600
1981 1991 2001 2011
No
. of
Wo
rke
rs in
'00
00
0
Year
Fig. 2.38 GROWTH OF WORKING POP IN UP
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2.13.2. State Income
Income is one of the important parameter which indicates the economic contribution of the
District to the State Domestic Product. During the period 1999-2000 and 2005-06 the
annual growth of net income of Uttar Pradesh (Table 2.23) at constant prices was only
5.2% against the National average of 7.2 per cent. The growth rate of per capita income
during this period was 2.9 and 5.4 per cent for U.P and India respectively. It may be
observed that State contribution in Net National Income of the Country has declined from
9.8 % to 8.3 % between 1999-2000 and 2008-09.
Table 2.23 NET INCOME AT STATE & NATIONAL LEVEL
Year
Net Income in Rs. Crore (at constant price)
Uttar Pradesh as percent of
India India Uttar Pradesh
1999-2000 1786526 175159 9.8
2000-01 1864301 178997 9.6
2001-02 1972606 182885 9.3
2002-03 2048286 189682 9.3
2003-04 2222758 199682 9.0
2004-05 2388768 210462 8.8
2005-06 2616101 222242 8.5
2006-07 2871120 239070 8.3
2007-08 3129717 258067 8.2
2008-09 3339375 276677 8.3
Source: Human Development Report of Uttar Pradesh, 2008
According to the statistics revealed by Directorate of Economics and Statistics, GoUP, the
Net State Income at constant prices (2004-05) for the year 2009-10 (Table 2.24) has been
estimated at Rs 316,906 crore and the per capita income is estimated at Rs. 16,182. At
current prices the net income for the same year is estimated at Rs 453,020 crore with a per
capita income of Rs 23,132.
Table 2.24 NET STATE INCOME OF UTTAR PRADESH (2004-10) (Rs crore)
Year At constant prices (2004-05) At current prices
Total income Per capita (Rs) Total income Per capita
2004-05 2,29,074 12,840 2,29,074 12,840
2005-06 2,41,914 13,302 2,56,699 14,115
2006-07 2,61,417 14,109 2,94,031 15,865
2007-08 2,78,785 14,764 3,32,352 17,602
2008-09 2,95,814 15,381 3,84,718 20,004
2009-10 3,16,906 16182 4,53,020 23,132
Source: Handbook of Statistics, Directorate of Economics and Statistics, GoUP
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2.13.3. Per Capita Income
The per capita income provides an indication of economic worth and well being of the
population of an area indicating the purchasing power or the affordability. The per capita
income at district level (Table 2.25, Figure 2.40) at constant prices indicates that districts
with above the average PCI belong to the Western region, while those below average PCI
are in the eastern region and some bordering Nepal.
Table 2.25 PER CAPITA INCOME AT CONSTANT PRICES
District / Region Income (Rs)
Region 1999-00 2006-07 2007-08 2009-10
Saharanpur 13764 19799 21298 23030 Western
Muzaffarnagar 12756 17669 20468 21165 Western
Bijnor 12505 16922 18543 21419 Western
Moradabad 11603 14475 16818 18889 Western
Rampur 12054 13448 15979 16330 Western
Jyotiba Phule Nagar 13902 20527 21488 23382 Western
Meerut 15521 21605 23869 25536 Western
Baghpat 14236 19954 24009 27348 Western
Ghaziabad 16445 21545 23227 26426 Western
Gautam Buddha Nagar 32533 47198 46496 71961 Western
Bulandshahar 13864 18406 21976 23909 Western
Aligarh 11359 15689 17243 18323 Western
Hathras 11646 18826 22629 23477 Western
Mathura 12558 18749 19873 20550 Western
Agra 11357 17560 18799 21911 Western
Firozabad 9733 15508 15891 15405 Western
Etah 8773 13197 14672 15340 Western
Kanshiram Nagar * 0 0 0 15932 Western
Mainpuri 8756 11199 14393 14888 Western
Badaun 10652 13998 15576 16483 Western
Bareilly 11405 14885 17005 17480 Western
Pilibhit 9942 14581 16838 18520 Western
Shahjahanpur 9789 12702 14857 13814 Western
Farrukhabad 9032 13832 14666 15677 Western
Kannauj 8882 13330 15920 15609 Western
Etawah 8590 13105 14420 14573 Western
Auraiya 10475 12157 13758 15111 Western
Average PCI (Western) 11931 16699 18545 20846
Kheri 10006 13131 14466 13450 Central
Sitapur 7277 10597 12767 13484 Central
Hardoi 7080 10445 11279 11424 Central
Unnao 7356 12272 13214 14636 Central
Lucknow 13631 23355 24419 28933 Central
Rae Bareli 6762 9192 10361 11374 Central
Kanpur Dehat 9638 11817 12810 14377 Central
Kanpur Nagar 11554 19787 21688 25952 Central
Fatehpur 7298 9716 10868 12226 Central
Barabanki 8319 12920 14117 14651 Central
Average PCI (Central) 8892 13323 14599 16903
Jalaun 10018 14125 16988 18269 Bundelkhand
Jhansi 12142 17100 19250 24410 Bundelkhand
Lalitpur 8456 12950 16794 16970 Bundelkhand
Hamirpur 9808 12450 14991 16227 Bundelkhand
Mahoba 10813 14230 17115 20287 Bundelkhand
Banda 7688 11046 12435 13427 Bundelkhand
Chitrakoot 6047 8009 8226 9561 Bundelkhand
Average PCI (Bundelkhand) 9282 12844 15114 17555
Pratapgarh 5404 7086 7917 9386 Eastern
Kaushambi 6517 11217 12065 14627 Eastern
Allahabad 9452 12715 14805 15508 Eastern
Faizabad 6753 10066 11032 13282 Eastern
Ambedkar Nagar 5791 8739 9007 10656 Eastern
Sultanpur 6933 9981 11168 11647 Eastern
Bahraich 5493 8245 8918 10444 Eastern
Shrawasti 5123 5626 5456 7212 Eastern
Balrampur 5462 9270 10389 10420 Eastern
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District / Region Income (Rs)
Region 1999-00 2006-07 2007-08 2009-10
Gonda 5395 8916 9100 10293 Eastern
Siddharthnagar 6054 8084 9173 8805 Eastern
Basti 6170 8193 9405 9941 Eastern
Sant Kabir Nagar 5989 7961 8455 9120 Eastern
Mahrajganj 6778 7998 9257 9189 Eastern
Gorakhpur 6940 10585 11727 13291 Eastern
Kushinagar 6237 8024 8988 8817 Eastern
Deoria 5629 7528 8022 8504 Eastern
Azamgarh 6235 8226 8903 10016 Eastern
Mau 7866 10188 10105 13143 Eastern
Ballia 6199 8607 9542 9989 Eastern
Jaunpur 5947 7677 8715 9351 Eastern
Ghazipur 6313 8510 9683 10380 Eastern
Chandauli 8328 10878 12795 12415 Eastern
Varanasi 7826 11974 13037 15102 Eastern
Sant Ravidas Nagar Bhadohi 10581 10800 10664 13053 Eastern
Mirzapur 7766 9136 10722 11408 Eastern
Sonbhadra 17722 21454 19214 20929 Eastern
Average PCI (Eastern) 7070 9544 10306 11392
State Average PCI 9294 13103 14641 16182
Fig 2.40 PER CAPITA INCOMES (REGION WISE) - CURRENT PRICES
Western
Western
Western
Eastern
Eastern Eastern
7000 8000 9000
10000 11000 12000 13000 14000 15000 16000 17000 18000 19000 20000
1999-00 2006-07 2007-08 Year
PCI (INR)
Western Central Bundelkhand Eastern UP State
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STATE INCOME PROFILE OF UP STATE
2.14. ROAD RAIL TRAFFIC TRENDS
Transport is essentially a derived demand depending upon the size and structure of the
economy and the demographic profile of the population. Greater the share of
commodity-producing sectors like agriculture and manufacturing, higher is the demand
for transport. Road Transport has deep linkages with the rest of the economy and a
strong multiplier effect. Several of the factors leading to the relative high growth in road
transport are structural. These include more dispersed industrial and business location
patterns and increased need for just in time deliveries. Structurally, railways are
confronted with the changing pattern of industrial production and geography away from
traditional industries and clusters towards a more dispersed pattern embodying high
value and low volume manufactures. This coupled with complex technical,
administrative working practices, service quality and inability to respond to changing
market conditions have led to erosion in the market share of railways in freight over the
years in India. Today road transport segment occupies an overwhelming dominance
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within the transport sector with a share of 4.5% in GDP compared to a meagre 1.1%
share GDP in case of railway.
2.14.1. Overview of Railway Sector in India
Indian Railways is the fourth largest railway network in the world in terms of route
kilometres. As on 31 March 2011, it has a total route length of 64460 km of which
21034 km is electrified. The total track length is 113994 km of which 102680 km is
broad gauge, 8561 km is meter gauge and 2753 km is narrow gauge. Considering the
requirements of the economy and size of the country, the expansion of the railway
network has been inadequate. Indian Railways have added 11864 km of new lines
since independence. While insufficient allocation of infrastructure development in the
initial years has led to creation of various bottlenecks, changing consumer patterns
have also led to pressure on the existing capacity. Both passenger and freight is
stretched and needs to be expanded. Not only has the railways traffic fallen short of
targets, it also has not met the requirements of freight segment. With this pace the
share of traffic on road sector is therefore; set to increase further unless major
expansion program of railways is augmented, which will require a mammoth effort of
modernization and generation of financial resources.
Table 2.26 REVIEW OF RAILWAY EXPANSION STATUS
Period Railway Expansion Status
1947 53,996 km Increase of only 10,000 km over last 62 years Total Length till 2009 64,099 km
Sanctioned backlog 11985 km Only 25,000 km planned to be added by 2020 Additional km, Vision 2020, IR 13000 km
Source: Vision 2020, Indian Railways
2.14.2. Overview of road sector in India
Looking at the road sector, India has the largest road network in the world with 41 lakh
km crisscrossing the subcontinent. Roads bear about 87% (Table 2.27) of the
passenger traffic and 63% of the freight traffic. Road share of total traffic in India has
grown from 13.8% in year 1951 to 65% in year 2011 in freight segment and from 15.4%
to 65% respectively in passenger segment. This trend is likely to continue with no
major changes in respective shares, keeping in view the plans and policies. During the
12th
Five Year Plan, Government plans to build 20 km of roads per day.
An insight on the existing road length status provided by roads in India suggests that
main pressure of freight is on the rural roads and interior district roads as also in Uttar
Pradesh to create capacities for truck movements. The passenger segment of railways
long distance will play an important role in coming years and balance will be served by
bus based public transport for intercity trips, with trip lengths of about 300 to 400 km.
Longer trip lengths for interstate demand will be dominated by rail sector. This implies
that core network will form an important dimension in the providing inclusive growth to
the State of Uttar Pradesh for safe, reliable movement of passenger and goods traffic
in coming years.
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Table 2.27 REVIEW OF EXISTING ROAD LENGTH STATUS IN INDIA
Category Percent
length to total Remarks
National Highways (NH) 1.70%
The total length of NH in India is 71,772 km, this makes up a mere 1.7% of India's total network, but carry 40% of the country's regional road traffic
State Highways (SH) 3.60%
State highways total 154,522 km in length and comprise highways interconnecting Indian states, these account for 3.8% of the total roads in India
Major District Road's (MDR) 6.50% Major District Highways total 266,058 km, these make up the second largest chunk of roads in India at 6.5%
Other District Road's (ODR) 88.0% Rural and Other roads are critical components of the rural economy in India and make up 88% of the total roads.
The trends of achievements and targets of traffic (Table 2.28) witnessed during the 11th
Plan Period suggests that rail traffic has grown at an average rate 5.5% over the
previous periods and according to the observed trends. McKinsey Study (Building
India-Transforming the Nations Logistic Infrastructure) has estimated that unless major
expansion program is achieved the freight segment may decline further to 25% from
the current share of 36%.
Hence, it will require a major increase in efforts and a conscious strategy to move the
road traffic over to the rail. This is going to be a challenging task.
Table 2.28 ACHIEVEMENTS AND TARGETS OF INDIAN RAILWAYS – 11TH
FIVE YEAR PLAN
Item Tenth Plan
Revised Target
Eleventh Plan Achieved
Achieved CAGR
Year(s) 2006-07 Terminal year
2011-12 2008 2009 2010 2011 2012
Originating Tonnage (MT)
728 1020 794 833 888 922 970
Growth (%)
6.97%
5.90%
Originating Passenger (Millions)
6219 8200 6524 6920 7246 7651 8139
Growth (%)
5.69%
5.53%
Source: 12 Five Year Plan, Planning Commission
2.14.3. Trends of road and rail traffic share in India
The rends in road and rail traffic share over the years reveal that road transport share
at present is at 67% while rail traffic account for 33% share in the freight traffic
(Figure 2.41)
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Fig. 2.41 TRENDS IN ROAD AND RAIL TRAFFIC (FREIGHT) SHARE
2.14.4. TRENDS OF ROAD AND RAIL TRANSPORT IN UTTAR PRADESH
Rail Network Capacity
The trend of railway network expansion in Uttar Pradesh shows no significant effort to
increase rail capacity over the years. In fact there has been very little growth in
expansion of railway network barring implementation of Agra to Etwah (110 km) in last
5 years.
Source: Indian Railways Year Book (2010-11)
Rail Traffic Trends
Data collected from Northern Railways from Lucknow Division suggests an observed
growth of 6% in passenger segment and 1.3 to 2.9% in freight segment during last 5
years.
Table 2.29 TRENDS IN PASSENGER AND FREIGHT TRAFFIC – NR, LUCKNOW DIVISION
Years Outward Passengers
(in thousand) Outward Goods (in
tonnes) Inward Goods
(in tonnes)
2011-12 86857 3016800 269713
2010-11 82498 3253260 288657
2009-10 79408 2994960 265481
2008-09 70785 2913660 262716
2007-08 64052 2618700 252901
Growth Rate (%) 6.3% 2.9% 1.3%
88 86 73 64 63
39 33
12 14 27 36 37
61 67
0
20
40
60
80
100
120
1950 - 1951 1960 - 1961 1970 - 1971 1980 - 1981 1990 - 1991 2000 - 2001 2007 - 2008
% s
har
e
Years
Rail (%)
8798.8
8566.3 8545.5 8546.4
8574.8 8553.5
8763
8400
8450
8500
8550
8600
8650
8700
8750
8800
8850
2003 2004 2005 2006 2007 2008 2010
Cu
mm
Ro
ute
Le
ngt
h (
in k
m)
Years
GROWTH RAIL NETWORK IN UP
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2.14.5. Inferences on Rail network development of Road Transport Share in UP
Considering India as a whole, there has been a shift of both freight and passenger
traffic from rail to road. The share of rail in the total freight traffic which was as high as
about 90 per cent in the year 1950-51 declined to about 36 per cent now. In the case of
passenger traffic share of rail declined from 74 per cent in 1950-51 to 20 per cent now.
The reasons for the decline in the rail share are:
- Vast improvements done in the road system, particularly widening of pavements
- Railways are the preferred mode only for long-distance, low-rated goods (like coal,
ores etc.)
- Roads are preferred to carry perishable goods like vegetables, fruits and milk, and
high value goods
In U.P., the freight traffic carried by rail is coal and petroleum products. These will
continue to be carried by rail, even when the road system is improved.
As regards passenger traffic, only very long-distance travellers prefer the rail. The
improvement of roads as envisaged in the Master Plan will generate more local
passenger movement, and all this will be carried by roads.
The Consultants, therefore, are of the opinion that the improvement of roads as
proposed in the Master Plan will not have any effect on freight and passenger
movement by rail. Even when railways introduce Dedicated Freight Corridor and fast
Bullet trains, the effect will not be felt on road traffic, which is generally favoured for
local passenger movement and as feeder service to rail for freight movement.
Keeping in view the above mentioned facts, it is considered opinion of the Consultants
that Railways development in Uttar Pradesh will take place as per the historical trends
in the horizon years, as well, and will not exert major impact on the share of road
transport which is going to be the major mode of transportation on the identified core
network. Also it may be noted that the transport demand elasticity of road transport is
higher at around 1.6 with respect to GDP as compared to 1.11 for rail transport
(NTDPC Report) which shows that road transport freight demand would increase at
much rapid rate in relation to GDP when compared to rail. Further the passenger
demand by road transport is highly elastic to net income and urban population in
comparison to rail transport and thus, there would be heavy dependence on road
transport for passenger movement in comparison to rail transport on the affected core
network. Further, it may also be noted that the railway priority areas as outlined in the
12th
Five Year Plan document Working Group report are Dedicated Fright Corridors,
High Capacity Rolling stock, last mile rail linkages & port connectivity which do not
really affect the case study area significantly.
From all the above mentioned trends of road and rail transport sector and policies
hence it is concluded that there will not be any significant shift from road to rail in
coming years in the study area core network.
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TRANSPORT DEMAND FORECAST
3. TRANSPORT DEMAND FORECAST
3.1. PLANNING FORECAST
Any transport modelling exercise requires a number of model inputs, which determines the
causality with the travel demand. These inputs are normally planning and socio-economic
variables. Planning forecast involves analysis of the trends of socio-economic parameters
in the region and estimates its likely growth rates for different horizon years. The base year
economic parameters (Population and Workers) have been projected for horizon years
2016, 2021, 2026 & 2031. These variables forms the basis for intraregional transport
demand forecast. Forecasting of planning variables viz. population and employment has
been done using growth rate and trend extrapolation based methods. As part of these
methods a historic data of population & workers was collected from Census of India from
year 1951 to 2011 both at State & Tehsil level.
3.1.1. Population Forecast
Population data for the state was compiled from year 1951-2011. The data compiled is
presented in Table 3.1 below.
Table 3.1 GROWTH TRENDS IN POPULATION OF UTTAR PRADESH
Year Population (lakhs)
1951 632
1961 738
1971 883
1981 1045
1991 1150
2001 1660
2011 1995
The growth rates have been computed from 1951 onwards taking 2001 populations as base
data. The growth rates between 1951-2001, 1961-2001, 1971-2001, 1991-2001 are
presented in Table 3.2.
Table 3.2 GROWTH RATES OF POPULATION
Year Population (In lakhs) Annual Growth
Rates (%)
1951 632 1.95%
1961 738 2.05%
1971 883 2.13%
1981 1045 2.34%
1991 1150 3.74%
2001 1660
The growth rates computed for various periods were then applied to estimate 2011
population in order to select that rate for estimating horizon year (2031), which validates the
estimated 2011 population with the observed census population data. Accordingly the
population estimates for 2011 based on estimated growth rates results in a population size
of 1722 lakh in 2031 as shown below in Table 3.3.
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Table 3.3 PROJECTED POPULATION BY GROWTH TRENDS
Growth Rates Population in 2011 (lakhs)
1.95% 1692
2.05% 1693
2.13% 1695
2.34% 1698
3.74% 1722
As part of the trend extrapolation approach time series data of population was fitted using
linear and exponential best fit curves. The linear plot and exponential plots along with best
fit equations are depicted graphically below:
The population estimate for the year 2011 using linear and exponential equation results in
an estimated population of 1769 lakh by linear method and 1933 lakh by exponential plots
respectively.
Year Linear Projection Exponential Projection
2011 1768.9 1932.5
Based on the above methods estimates, it is observed that the exponential plot is the best
fit plot as the difference between observed and estimated 2011 population is less and
hence exponential equations has been used to project the state population. This population
y = 186.8x + 364.2 R² = 0.903
0
500
1000
1500
2000
0 2 4 6 8
Po
pu
lati
on
(in
lakh
s)
Year
LINEAR PLOT - POPULATION
Series1
Linear (Series1)
y = 514.0e0.180x R² = 0.969
0
500
1000
1500
2000
0 2 4 6 8
Po
pu
lati
on
(in
lakh
s)
Year
EXPONENTIAL PLOT
Series1
Expon. (Series1)
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forecast is in line with the predictions made by the Report of The Technical Group on
Population Projections Constituted by the National Commission on Population, May 2006.
- The report concluded that population of Uttar Pradesh is expected to be highest among
all the States of the country at almost 249 million in 2026.
- The population in the states of Haryana, Rajasthan, Uttar Pradesh and Madhya
Pradesh is projected to increase by 40-50 percent during 2001-2026, which is above
the National average of 36 percent.
- Of the projected increase in population of 371 million in India during 2001-26,187
million is likely to occur in the seven States of Bihar, Chhattisgarh, Jharkhand, Madhya
Pradesh, Rajasthan, Uttar Pradesh and Uttaranchal. Population in Kerala is expected to
go up from 28 years in 2001 to 38 years in 2026. In contrast, the median age in Uttar
Pradesh is expected to go up from 19 years to 27 years.
The projected population for different horizon years is presented in Table 3.4 below.
Table 3.4 PROJECTED POPULATION IN HORIZON YEAR
Year Projected Population (in lakhs)
2016 2127
2021 2341
2026 2577
2031 2837
The distribution of population at deduced traffic zonal level has been projected using
exponential growth rates. Zone wise projected population for different horizon years is
presented in Table 3.5 below.
Table 3.5 ZONE WISE POPULATION PROJECTION
Zone No.
Zone Name Population
2011 2016 2021 2026 2031
1 Saharanpur 1247618 1332235 1466469 1614229 1776878
2 Saharanpur 1348403 1439855 1584934 1744630 1920418
3 Saharanpur 868207 927091 1020504 1123329 1236515
4 Muzaffarnagar 1393686 1488209 1638160 1803219 1984910
5 Muzaffarnagar 1378398 1471884 1620190 1783439 1963137
6 Muzaffarnagar 1366522 1459203 1606231 1768073 1946222
7 Bagpat 575768 614819 676768 744958 820019
8 Bagpat 726387 775653 853807 939835 1034532
9 Meerut 810773 865762 952995 1049018 1154716
10 Meerut 2054254 2193579 2414602 2657895 2925702
11 Meerut 582378 621877 684536 753510 829432
12 Bijnaur 1559910 1665708 1833543 2018289 2221650
13 Bijnaur 643943 687618 756902 833166 917115
14 Bijnaur 1480042 1580422 1739664 1914951 2107900
15 Jyotiba Phule Nagar 826193 882228 971121 1068970 1176679
16 Jyotiba Phule Nagar 1012577 1081253 1190199 1310122 1442129
17 Ghaziabad 551114 588492 647788 713059 784906
18 Ghaziabad 1032992 1103052 1214195 1336536 1471204
19 Ghaziabad 1579626 1686761 1856717 2043798 2249730
20 Ghaziabad 718955 767717 845071 930220 1023948
21 Ghaziabad 778763 831582 915371 1007603 1109128
22 Gautam Buddha Nagar
369473 394532 434284 478042 526210
23 Gautam Buddha Nagar
369473 394532 434284 478042 526210
24 Gautam Buddha Nagar
566276 604683 665610 732676 806500
25 Bulandshahar 978945 1045340 1150667 1266608 1394230
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Zone No.
Zone Name Population
2011 2016 2021 2026 2031
26 Bulandshahar 1284941 1372089 1510339 1662519 1830033
27 Bulandshahar 1234621 1318357 1451193 1597414 1758368
28 Aligarh 1244729 1329150 1463074 1610492 1772763
29 Aligarh 1084714 1158283 1274990 1403457 1544868
30 Aligarh 460827 492082 541664 596241 656318
31 Aligarh 883578 943505 1038571 1143217 1258406
32 Mathura 570340 609022 670387 737935 812288
33 Mathura 746149 796755 877036 965405 1062678
34 Mathura 412577 440560 484950 533813 587600
35 Mathura 812826 867954 955409 1051675 1157641
36 Agra 381352 407217 448248 493413 543129
37 Agra 2194510 2343348 2579461 2839365 3125457
38 Agra 458659 489767 539115 593436 653230
39 Agra 443640 473730 521462 574004 631840
40 Agra 430528 459728 506050 557039 613166
41 Agra 472101 504121 554915 610828 672374
42 Hathras 1565678 1671866 1840322 2025751 2229864
43 Kansiram Nagar 1438156 1535696 1690431 1860757 2048245
44 Etah 476867 509210 560518 616995 679163
45 Etah 930660 993780 1093913 1204134 1325462
46 Etah 353624 377608 415655 457536 503637
47 Firozabad 1805503 1927957 2122216 2336048 2571426
48 Firozabad 691258 738141 812516 894384 984501
49 Etawah 685263 731740 805469 886628 975963
50 Etawah 583315 622878 685638 754723 830768
51 Etawah 310580 331645 365061 401845 442334
52 Mainpuri 818851 874388 962491 1059471 1166222
53 Mainpuri 328269 350534 385853 424732 467527
54 Mainpuri 700072 747553 822876 905788 997055
55 Farukkabad 1041966 1112635 1224743 1348147 1483985
56 Farukkabad 845610 902962 993944 1094093 1204333
57 Badaun 530665 566656 623752 686601 755782
58 Badaun 1377566 1470996 1619212 1782363 1961952
59 Badaun 1115120 1190750 1310729 1442797 1588171
60 Badaun 689387 736143 810316 891963 981836
61 Moradabad 1742642 1860832 2048328 2254715 2481898
62 Moradabad 1026636 1096265 1206724 1328313 1462152
63 Moradabad 974960 1041085 1145984 1261452 1388555
64 Moradabad 1028900 1098682 1209384 1331241 1465375
65 Rampur 975668 1041841 1146816 1262368 1389563
66 Rampur 1359730 1451950 1598247 1759285 1936549
67 Bareily 723401 772464 850297 935972 1030280
68 Bareily 930326 993423 1093520 1203702 1324985
69 Bareily 1106786 1181851 1300933 1432014 1576302
70 Bareily 1231257 1314764 1447239 1593061 1753576
71 Bareily 473574 505693 556646 612733 674472
72 Pilibhit 1227341 1310582 1442635 1587994 1747999
73 Pilibhit 809884 864813 951950 1047868 1153450
74 Shahjahanpur 536858 573269 631032 694614 764602
75 Shahjahanpur 1097998 1172467 1290604 1420644 1563787
76 Shahjahanpur 691659 738570 812988 894904 985073
77 Shahjahanpur 675859 721698 794416 874460 962570
78 Kheeri 1008674 1077085 1185612 1305073 1436571
79 Kheeri 824338 880247 968940 1066569 1174036
80 Kheeri 1147817 1225665 1349162 1485102 1634740
81 Kheeri 1032805 1102852 1213974 1336293 1470937
82 Sitapur 1037024 1107358 1218934 1341753 1476946
83 Sitapur 1064894 1137118 1251693 1377813 1516640
84 Sitapur 1087135 1160867 1277835 1406589 1548315
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Zone No.
Zone Name Population
2011 2016 2021 2026 2031
85 Sitapur 1285393 1372571 1510870 1663104 1830677
86 Hardoi 1183105 1263347 1390640 1530760 1684998
87 Hardoi 1207686 1289595 1419533 1562564 1720007
88 Hardoi 997355 1064999 1172307 1290428 1420450
89 Hardoi 703232 750928 826590 909877 1001555
90 Kannauj 756578 807891 889294 978898 1077531
91 Kannauj 901427 962564 1059551 1166311 1283827
92 Auraiya 1372287 1465359 1613007 1775532 1954433
93 Ramabai Nagar 959752 1024845 1128108 1241775 1366895
94 Ramabai Nagar 835339 891995 981871 1080804 1189705
95 Kanpur Nagar 508616 543113 597836 658074 724381
96 Kanpur Nagar 565210 603545 664357 731297 804982
97 Kanpur Nagar 3499124 3736443 4112924 4527338 4983509
98 Hamirpur 348356 371982 409463 450720 496134
99 Hamirpur 341813 364996 401773 442255 486817
100 Hamirpur 413851 441920 486447 535461 589414
101 Jalaun 569968 608625 669950 737453 811758
102 Jalaun 368135 393103 432712 476311 524304
103 Jalaun 732614 782302 861126 947892 1043401
104 Jhansi 737766 787804 867182 954559 1050739
105 Jhansi 356979 381191 419600 461878 508416
106 Jhansi 906008 967457 1064937 1172239 1290352
107 Lalitpur 556881 594651 654567 720521 793120
108 Lalitpur 661120 705959 777091 855390 941578
109 Mahoba 537633 574097 631943 695617 765706
110 Mahoba 338421 361374 397786 437866 481985
111 Banda 1225487 1308603 1440457 1585596 1745359
112 Banda 574053 612987 674751 742739 817576
113 Chitrakoot 990626 1057813 1164397 1281721 1410866
114 Fatehpur 775791 828408 911878 1003758 1104895
115 Fatehpur 1856892 1982832 2182620 2402539 2644616
116 Raibareily 1154280 1232567 1356759 1493465 1643945
117 Raibareily 432495 461828 508361 559583 615967
118 Raibareily 847097 904550 995692 1096017 1206450
119 Raibareily 970131 1035928 1140307 1255203 1381676
120 Unnao 820041 875659 963890 1061011 1167917
121 Unnao 1436452 1533876 1688428 1858552 2045818
122 Unnao 854101 912029 1003924 1105078 1216425
123 Lucknow 710453 758638 835077 919219 1011839
124 Lucknow 3366436 3594757 3956961 4355661 4794534
125 Lucknow 511565 546261 601302 661889 728580
126 Barabanki 1899136 2027941 2232274 2457196 2704781
127 Barabanki 1358847 1451007 1597209 1758143 1935291
128 Gonda 1179948 1259975 1386929 1526675 1680501
129 Gonda 829831 886112 975396 1073676 1181859
130 Gonda 1421607 1518024 1670979 1839345 2024675
131 Bahraich 1304517 1392993 1533350 1687849 1857915
132 Bahraich 1310377 1399250 1540237 1695430 1866260
133 Bahraich 863362 921918 1014810 1117061 1229615
134 Shrawasti 665931 711097 782746 861615 948431
135 Shrawasti 448683 479114 527389 580529 639022
136 Balrampur 645428 689203 758647 835087 919230
137 Balrampur 1503637 1605618 1767399 1945480 2141505
138 Siddhart Nagar 854181 912114 1004018 1105182 1216539
139 Siddhart Nagar 944809 1008889 1110543 1222440 1345612
140 Siddhart Nagar 754535 805710 886893 976255 1074622
141 Basti 1009052 1077489 1186055 1305561 1437108
142 Basti 943082 1007045 1108514 1220207 1343154
143 Basti 508921 543437 598194 658467 724814
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Zone No.
Zone Name Population
2011 2016 2021 2026 2031
144 Sant Kabir Nagar 740920 791172 870890 958640 1055232
145 Sant Kabir Nagar 471420 503393 554115 609947 671404
146 Sant Kabir Nagar 501958 536003 590010 649459 714898
147 Maharjganj 1749392 1868040 2056262 2263449 2491512
148 Maharjganj 915900 978019 1076563 1185037 1304440
149 Gorakhpur 1331502 1421808 1565068 1722763 1896346
150 Gorakhpur 1172318 1251827 1377960 1516802 1669634
151 Gorakhpur 1932455 2063520 2271438 2500306 2752234
152 Kushinagar 1123918 1200146 1321071 1454181 1600703
153 Kushinagar 1160116 1238798 1363618 1501015 1652256
154 Kushinagar 1276796 1363391 1500765 1651981 1818433
155 Deoria 581152 620568 683096 751924 827687
156 Deoria 1127923 1204422 1325778 1459362 1606406
157 Deoria 1389561 1483805 1633312 1797883 1979036
158 Ballia 841806 898900 989472 1089170 1198914
159 Ballia 1105228 1180187 1299101 1429998 1574083
160 Ballia 1276608 1363191 1500545 1651739 1818166
161 Mau 823892 879771 968416 1065993 1173402
162 Mau 451411 482027 530596 584058 642907
163 Mau 929866 992932 1092979 1203106 1324330
164 Ghazipur 1607802 1716848 1889835 2080254 2289858
165 Ghazipur 836540 893277 983283 1082357 1191415
166 Ghazipur 1178384 1258305 1385091 1524652 1678274
167 Azamgarh 812129 867210 954589 1050773 1156648
168 Azamgarh 2247901 2400360 2642218 2908445 3201497
169 Azamgarh 1556479 1662043 1829509 2013849 2216762
170 Ambedkar Nagar 799237 853444 939437 1034093 1138288
171 Ambedkar Nagar 1599471 1707951 1880043 2069474 2277993
172 Faizabad 933176 996467 1096870 1207390 1329046
173 Faizabad 665967 711136 782789 861662 948482
174 Faizabad 869226 928179 1021702 1124648 1237966
175 Sultanpur 936891 1000434 1101237 1212196 1334336
176 Sultanpur 837064 893836 983898 1083035 1192160
177 Sultanpur 1089607 1163507 1280741 1409787 1551836
178 Sultanpur 927359 990256 1090033 1199864 1320761
179 Jaunpur 1135188 1212180 1334318 1468763 1616754
180 Jaunpur 1532588 1636533 1801428 1982938 2182737
181 Jaunpur 1075944 1148917 1264681 1392109 1532377
182 Jaunpur 732351 782022 860817 947553 1043027
183 Pratapgarh 855079 913073 1005073 1106344 1217818
184 Pratapgarh 976420 1042644 1147699 1263341 1390634
185 Pratapgarh 696881 744146 819126 901660 992510
186 Pratapgarh 645370 689141 758579 835012 919147
187 Kaushambi 521699 557083 613214 675001 743013
188 Kaushambi 554918 592554 652260 717981 790324
189 Kaushambi 520290 555578 611558 673178 741007
190 Allahabad 950516 1014983 1117252 1229825 1353742
191 Allahabad 937265 1000834 1101677 1212681 1334869
192 Allahabad 930867 994002 1094156 1204403 1325757
193 Allahabad 865655 924367 1017505 1120028 1232881
194 Allahabad 1258376 1343722 1479114 1628148 1792199
195 Allahabad 1017116 1086100 1195534 1315995 1448594
196 Mirzapur 1181700 1261846 1388989 1528942 1682997
197 Mirzapur 640752 684210 753150 829037 912569
198 Mirzapur 672080 717663 789974 869571 957188
199 Sant Ravidas Nagar 870031 929039 1022648 1125689 1239113
200 Sant Ravidas Nagar 684171 730574 804186 885215 974408
201 Varanasi 2932601 3131497 3447024 3794343 4176658
202 Varanasi 749593 800433 881084 969861 1067583
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Zone No.
Zone Name Population
2011 2016 2021 2026 2031
203 Chandauli 420456 448972 494211 544007 598820
204 Chandauli 835536 892204 982102 1081058 1189984
205 Chandauli 696720 743974 818937 901452 992281
206 Sonabhadra 680780 726952 800199 880827 969578
207 Sonabhadra 1181832 1261987 1389143 1529112 1683184
Total
199213938 212723069 234156847 257750271 283720947
3.1.2. Workers Forecast
The data for workers for the State has been compiled from year 1981-2001. The data
compiled is presented in Table 3.6 below.
Table 3.6 TRENDS IN WORKERS
Year Workers (lakhs)
1981 318.1
1991 387.6
2001 535.2
The observed average annual growth rates (CAGR) between 1981-2001 and 1991-2001 is
given below:
Year Workers CAGR
1981 31810905 2.6%
1991 38759973 3.3%
2001 53527821
The growth rates calculated were then applied to estimate horizon year 2011, 2021 and
2031 work force and are tabulated below:
Year Workers
At CAGR 2.7 At CAGR 3.3
2011 54938872 55283964
2021 67073906 67495222
2031 68842047 69709608
As part of the trend extrapolation approach the linear and exponential plot of workers from
1981-2001 is shown below. The exponential plot between year and population (from 1981-
2001) is as given below:
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Table below summarises the work force estimate for the year 2011 using linear and
exponential equation.
Year Linear Projection Exponential Projection
2011 60000000 56584340
Based on the above calculations it is observed that the exponential plot is the best fit plot as
the difference between observed and estimated 2011 population is less. Hence exponential
equations have been used to project the state workers population. The projected population
of workers for different horizon years is presented in Table 3.7 below:
Table 3.7 PROJECTED WORKERS POPULATION
Year Projected Workers Population (lakhs)
Linear Projections Exponential Projections
2011 600 565.84
2021 700 733.86
2031 800 951.76
y = 1E+07x + 2E+07 R² = 0.9586
0
10000000
20000000
30000000
40000000
50000000
60000000
0 1 2 3 4
Wo
rke
rs
Year
LINEAR PLOT
Series1
Linear (Series1)
y = 2E+07e0.2602x R² = 0.9811
0
10000000
20000000
30000000
40000000
50000000
60000000
0 1 2 3 4
Wo
rke
rs
Year
EXPONENTIAL PLOT
Series1
Expon. (Series1)
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Exponential equations have been used to project the state workforce at zonal level. Zone
wise projected population for different horizon years is presented in Table 3.8 below.
Table 3.8 ZONE WISE WORKERS PROJECTION
Zones Zone Name Workers
2011 2016 2021 2026 2031
1 Saharanpur 306908 349516 398039 453298 516228
2 Saharanpur 330216 376060 428267 487723 555433
3 Saharanpur 225397 256689 292325 332907 379124
4 Muzaffarnagar 400175 455731 518999 591051 673106
5 Muzaffarnagar 441279 502541 572307 651760 742243
6 Muzaffarnagar 398688 454037 517070 588854 670604
7 Bagpat 175871 200287 228092 259758 295820
8 Bagpat 226155 257552 293308 334027 380399
9 Meerut 248031 282465 321679 366337 417195
10 Meerut 520859 593169 675518 769299 876100
11 Meerut 170485 194153 221107 251803 286761
12 Bijnaur 260386 296535 337703 384586 437977
13 Bijnaur 145095 165238 188178 214302 244053
14 Bijnaur 327582 373060 424851 483832 551002
15 Jyotiba Phule Nagar 238834 271991 309751 352753 401726
16 Jyotiba Phule Nagar 266569 303577 345722 393718 448377
17 Ghaziabad 137195 156241 177932 202634 230766
18 Ghaziabad 212116 241564 275099 313291 356785
19 Ghaziabad 330774 376695 428991 488548 556372
20 Ghaziabad 145148 165299 188247 214382 244144
21 Ghaziabad 174228 198416 225962 257332 293057
22 Gautam Buddha Nagar
167353 190586 217045 247177 281492
23 Gautam Buddha Nagar
72706 82800 94295 107386 122294
24 Gautam Buddha Nagar
114213 130070 148127 168691 192110
25 Bulandshahar 379346 432010 491985 560287 638071
26 Bulandshahar 462047 526193 599243 682435 777177
27 Bulandshahar 427742 487125 554752 631767 719475
28 Aligarh 331931 378012 430491 490256 558317
29 Aligarh 246880 281154 320186 364637 415259
30 Aligarh 121706 138602 157844 179758 204713
31 Aligarh 268103 305323 347711 395983 450957
32 Mathura 197333 224729 255928 291458 331920
33 Mathura 186664 212578 242090 275699 313974
34 Mathura 124110 141340 160962 183308 208757
35 Mathura 306831 349428 397939 453184 516098
36 Agra 95736 109027 124163 141401 161031
37 Agra 501434 571047 650325 740608 843426
38 Agra 116878 133104 151583 172627 196593
39 Agra 103449 117811 134166 152792 174004
40 Agra 105605 120267 136963 155977 177631
41 Agra 113893 129705 147711 168218 191571
42 Hathras 414352 471876 537386 611990 696952
43 Kansiram Nagar 314982 358711 408510 465223 529809
44 Etah 124173 141412 161044 183402 208863
45 Etah 238100 271156 308800 351670 400492
46 Etah 91616 104335 118819 135315 154100
47 Firozabad 298391 339816 386993 440718 501902
48 Firozabad 160178 182416 207740 236580 269424
49 Etawah 170943 194675 221701 252479 287531
50 Etawah 140944 160511 182795 208172 237072
51 Etawah 77770 88567 100862 114865 130811
52 Mainpuri 213289 242900 276621 315024 358758
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Zones Zone Name Workers
2011 2016 2021 2026 2031
53 Mainpuri 85357 97207 110702 126070 143572
54 Mainpuri 165631 188625 214812 244634 278596
55 Farukkabad 272168 309952 352982 401986 457794
56 Farukkabad 217115 247257 281583 320675 365193
57 Badaun 154138 175537 199906 227659 259265
58 Badaun 370681 422142 480747 547489 623496
59 Badaun 273387 311340 354563 403787 459844
60 Badaun 176548 201057 228970 260757 296958
61 Moradabad 425357 484408 551658 628243 715461
62 Moradabad 306341 348869 397302 452459 515273
63 Moradabad 228656 260400 296551 337721 384606
64 Moradabad 288353 328385 373974 425892 485018
65 Rampur 253082 288217 328229 373797 425690
66 Rampur 322416 367176 418151 476202 542313
67 Bareily 197445 224856 256073 291623 332109
68 Bareily 232501 264779 301538 343400 391073
69 Bareily 322043 366751 417667 475651 541685
70 Bareily 290024 330288 376141 428360 487829
71 Bareily 115598 131647 149923 170736 194440
72 Pilibhit 311842 355134 404437 460584 524526
73 Pilibhit 202229 230304 262277 298688 340154
74 Shahjahanpur 134901 153629 174957 199246 226907
75 Shahjahanpur 268915 306248 348764 397182 452322
76 Shahjahanpur 171399 195195 222293 253154 288299
77 Shahjahanpur 169578 193120 219931 250464 285235
78 Kheeri 278441 317096 361118 411251 468345
79 Kheeri 197663 225104 256355 291945 332475
80 Kheeri 292513 333122 379368 432036 492014
81 Kheeri 296794 337997 384921 438359 499216
82 Sitapur 275975 314289 357921 407610 464198
83 Sitapur 286955 326793 372161 423828 482667
84 Sitapur 282479 321695 366355 417216 475137
85 Sitapur 344368 392176 446621 508625 579236
86 Hardoi 341905 389371 443426 504987 575093
87 Hardoi 325667 370878 422367 481003 547780
88 Hardoi 308868 351748 400580 456192 519525
89 Hardoi 183900 209430 238505 271616 309324
90 Kannauj 218015 248281 282750 322003 366706
91 Kannauj 265706 302593 344602 392442 446924
92 Auraiya 410430 467410 532299 606198 690355
93 Ramabai Nagar 289513 329705 375478 427605 486968
94 Ramabai Nagar 253004 288128 328128 373681 425559
95 Kanpur Nagar 148927 169602 193147 219962 250499
96 Kanpur Nagar 194595 221611 252377 287414 327315
97 Kanpur Nagar 975564 1111000 1265238 1440889 1640926
98 Hamirpur 118394 134831 153549 174866 199143
99 Hamirpur 123360 140485 159989 182200 207494
100 Hamirpur 167766 191057 217581 247788 282187
101 Jalaun 182844 208228 237135 270057 307548
102 Jalaun 129166 147098 167520 190776 217261
103 Jalaun 240728 274148 312208 355551 404912
104 Jhansi 282950 322232 366967 417912 475930
105 Jhansi 132849 151292 172296 196216 223456
106 Jhansi 252092 287090 326946 372335 424026
107 Lalitpur 186426 212307 241782 275348 313574
108 Lalitpur 260056 296160 337275 384098 437422
109 Mahoba 198786 226383 257811 293603 334363
110 Mahoba 140621 160143 182376 207694 236528
111 Banda 415195 472835 538478 613234 698369
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Zones Zone Name Workers
2011 2016 2021 2026 2031
112 Banda 221702 252480 287532 327449 372908
113 Chitrakoot 360286 410303 467265 532135 606010
114 Fatehpur 261613 297932 339293 386397 440040
115 Fatehpur 652013 742531 845615 963010 1096704
116 Raibareily 357344 406953 463450 527790 601062
117 Raibareily 142022 161738 184192 209763 238884
118 Raibareily 253418 288599 328665 374293 426256
119 Raibareily 329167 374864 426906 486173 553667
120 Unnao 279239 318005 362153 412430 469687
121 Unnao 451289 513941 585291 666546 759081
122 Unnao 248702 283229 322549 367328 418324
123 Lucknow 184455 210062 239225 272436 310258
124 Lucknow 797950 908728 1034885 1178557 1342174
125 Lucknow 152766 173974 198127 225632 256957
126 Barabanki 573262 652847 743481 846697 964242
127 Barabanki 462098 526251 599309 682510 777262
128 Gonda 314532 358198 407926 464558 529052
129 Gonda 242202 275827 314119 357728 407391
130 Gonda 435984 496510 565440 643939 733336
131 Bahraich 384521 437903 498696 567930 646774
132 Bahraich 390399 444598 506320 576612 656662
133 Bahraich 236919 269810 307267 349924 398504
134 Shrawasti 242256 275888 314189 357807 407481
135 Shrawasti 149001 169686 193243 220071 250623
136 Balrampur 221983 252800 287896 327864 373381
137 Balrampur 532850 606825 691069 787009 896268
138 Siddhart Nagar 266784 303821 346000 394035 448738
139 Siddhart Nagar 283221 322540 367318 418312 476385
140 Siddhart Nagar 254870 290254 330549 376439 428699
141 Basti 299800 341421 388820 442799 504272
142 Basti 297751 339087 386162 439772 500825
143 Basti 175170 199489 227183 258723 294641
144 Sant Kabir Nagar 213251 242857 276572 314968 358694
145 Sant Kabir Nagar 149519 170276 193915 220836 251494
146 Sant Kabir Nagar 154227 175638 200021 227790 259414
147 Maharjganj 600853 684269 779265 887449 1010652
148 Maharjganj 298225 339627 386777 440473 501623
149 Gorakhpur 344256 392048 446476 508459 579048
150 Gorakhpur 359052 408899 465665 530313 603935
151 Gorakhpur 497872 566990 645705 735347 837434
152 Kushinagar 338400 385380 438882 499811 569199
153 Kushinagar 355166 404473 460625 524573 597399
154 Kushinagar 352278 401184 456880 520308 592541
155 Deoria 146109 166394 189494 215801 245760
156 Deoria 282606 321839 366520 417403 475350
157 Deoria 390194 444364 506055 576309 656317
158 Ballia 222537 253431 288615 328683 374313
159 Ballia 281647 320747 365276 415987 473738
160 Ballia 335615 382208 435269 495697 564514
161 Mau 228871 260645 296830 338038 384967
162 Mau 125532 142959 162806 185408 211148
163 Mau 279224 317988 362134 412408 469662
164 Ghazipur 430626 490409 558492 636027 724325
165 Ghazipur 230142 262092 298478 339915 387104
166 Ghazipur 347191 395391 450283 512795 583985
167 Azamgarh 214022 243734 277571 316106 359991
168 Azamgarh 637914 726475 827330 942187 1072989
169 Azamgarh 416419 474229 540066 615042 700428
170 Ambedkar Nagar 239567 272825 310701 353835 402958
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Zones Zone Name Workers
2011 2016 2021 2026 2031
171 Ambedkar Nagar 459185 522933 595531 678207 772362
172 Faizabad 443835 505451 575622 655535 746542
173 Faizabad 230304 262277 298689 340155 387378
174 Faizabad 196613 223909 254994 290394 330709
175 Sultanpur 270024 307511 350202 398820 454188
176 Sultanpur 238065 271115 308753 351617 400431
177 Sultanpur 336094 382753 435890 496404 565319
178 Sultanpur 260967 297196 338455 385443 438953
179 Jaunpur 305850 348311 396666 451735 514448
180 Jaunpur 454299 517368 589194 670991 764143
181 Jaunpur 312125 355457 404804 461003 525003
182 Jaunpur 212649 242170 275790 314078 357681
183 Pratapgarh 262673 299139 340668 387963 441823
184 Pratapgarh 310657 353785 402900 458834 522533
185 Pratapgarh 193322 220160 250725 285532 325172
186 Pratapgarh 201428 229391 261237 297505 338807
187 Kaushambi 165421 188386 214539 244323 278242
188 Kaushambi 199679 227400 258970 294922 335866
189 Kaushambi 170569 194248 221216 251927 286901
190 Allahabad 287713 327656 373144 424947 483942
191 Allahabad 295214 336198 382871 436025 496557
192 Allahabad 305685 348123 396452 451491 514171
193 Allahabad 271246 308903 351787 400625 456243
194 Allahabad 281633 320732 365258 415967 473714
195 Allahabad 325294 370455 421884 480454 547154
196 Mirzapur 306810 349404 397911 453152 516063
197 Mirzapur 202034 230082 262024 298401 339827
198 Mirzapur 228800 260564 296738 337933 384848
199 Sant Ravidas Nagar 233249 265631 302508 344505 392332
200 Sant Ravidas Nagar 177576 202229 230304 262277 298688
201 Varanasi 821059 935046 1064856 1212689 1381044
202 Varanasi 217072 247207 281527 320611 365120
203 Chandauli 134984 153724 175065 199369 227048
204 Chandauli 228168 259844 295918 337000 383785
205 Chandauli 202569 230692 262718 299191 340727
206 Sonabhadra 202129 230191 262148 298541 339987
207 Sonabhadra 383554 436803 497443 566503 645149
Total 56584340 64439853 73385933 83573984 95176425
3.2. DEMAND FORECAST
Trip end forecasts for the horizon year (2031) have been carried out at inter and intra-
regional level. The calibrated trip end equations for the daily person trips made within the
study area in the base year were applied on the projected planning variables for the horizon
years (2031) to get the future trip ends of internal-internal trips.
To forecast interregional travel demand, an economic perspective of the region has been
assessed considering traffic influencing regions and taking into account their growth in the
past and future. Alternatives such as Business as Usual (BAU’s), optimistic scenario and
realistic scenario assuming implementation of state growth vision policies and programmes
has been developed. Interregional transport demand is estimated based on past time series
vehicle registration data and NSDP. Taking into account the scenarios described above
elasticity values have been derived for inter-regional forecast.
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3.2.1. Trip End Forecast
3.2.1.1. Intrazonal Trips
The planning parameters (Population & Employment) were forecast using the growth rates
as explained earlier. Trip ends were projected from base year trip end model for different
horizon years (2016, 2021, 2026, and 2031). The summary of intrazonal traffic forecast for
different horizon years is presented in Table 3.9.
Table 3.9 INTRAZONAL TRAFFIC FORECAST SUMMARY
2011 2016 2021 2026 2031
Passenger (Tips) 5777117 6100867 6786335 7540871 8371433
Goods (Tonnage) 787459 820054 940495 1077657 1233860
3.2.1.2. Inter-Regional Trips
Inter-regional forecast in this study is based on the elasticity approach. The premise of this
approach is that vehicular growth rates are influenced by the area economies of the traffic
originating and destining states/regions. Under this methodology, a quantitative relationship
is established between time series vehicle registration data and socio-economic indicators
such as NSDP. This is done by fitting log-log regression equations with vehicle registration
data as the dependant variable and socio-economic indicators as the independent variable.
Using the vehicular growth rates, projections of vehicular traffic is carried over the analysis
period. Based on vehicular traffic the total daily trips & tonnage carried, vehicle wise
projections have been made using the average occupancy and load carried respectively.
3.2.1.3. Transport Demand Elasticity
In order to determine the elasticity of transport demand for the present study a quantitative
relationship has been developed between time series mode wise registered motor vehicles
and NSDP by fitting a log-log regression equation. For this purpose the mode wise vehicle
registration data and NSDP data was collected from the year 2004-05 to 2010-11 as shown
in Table 3.10.
Table 3.10 MODE-WISE VEHICLE REGISTRATION & NSDP
Year 2W CAR BUS TRUCKS NSDP
2004-05 5652044 633855 25081 140398 229074
2005-06 6083655 757019 26549 151376 241914
2006-07 7135712 767031 25423 157637 261479
2007-08 6910640 791648 23277 168733 278758
2008-09 8521198 944825 26331 190620 295814
2009-10 9493677 1071008 28124 217131 316906
2010-11 10563850 1208699 31922 251410 339501
A log-log equation was fitted between NSDP and different modes. The results of regression
plots and fits are shown below in Figure 3.1 (a to c).
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Figure 3.1 (a to c) REGRESSION PLOTS – MODE WISE VEHICLES ON NSDP
Based on the above regression fits the elasticity coefficients for various vehicular modes
are summarised in Table 3.11.
y = 1.5578x - 3.6887 R² = 0.9408
15.50
15.60
15.70
15.80
15.90
16.00
16.10
12.30 12.40 12.50 12.60 12.70
No
. of
2W
NSDP
Fig 4.1 a: LINE FIT PLOT - 2W & NSDP
2W
Linear (2W)
y = 1.4355x - 4.3349 R² = 0.9116
13.30
13.40
13.50
13.60
13.70
13.80
13.90
14.00
12.30 12.40 12.50 12.60 12.70
No
. of
Car
s
NSDP
Fig 4.1 b: LINE FIT PLOT - CAR & NSDP
CAR
y = 1.5102x - 8.7643 R² = 0.9812
9.8
9.9
10
10.1
10.2
10.3
10.4
12.3 12.4 12.5 12.6 12.7
No
. of
Bu
ses
NSDP
Fig 4.1 c: LINE FIT PLOT - BUS & NSDP
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Table 3.11 ELASTICITY COEFFICIENTS
Elasticity Value
2W CAR BUS TRUCKS
1.6 1.4 1.5 1.3
Elasticity values thus obtained are thereafter, projected over the entire study horizon
duration. Values in the initial period are related to past values as obtained and are projected
to decline on the premise that transport demand elasticity(s) for both freight and passenger
traffic tend to go down over time and approach unity and sometimes even below that as
regional imbalances are corrected and regions become self-sufficient. The adopted mode-
wise elasticity coefficients based on the above mentioned premise over a twenty year
perspective is shown in Table 3.12.
Table 3.12 MODEWISE ELASTICITY VALUES
Year
Elasticity Coefficients
2W Car Bus Trucks
2011-2016 1.6 1.4 1.5 1.3
2016-2021 1.4 1.3 1.4 1.2
2021-2026 1.2 1.2 1.3 1.1
2026-2031 1.1 1.1 1.2 1.0
3.2.1.4. Economic Growth Scenarios
3 scenarios of economic growth have been developed and evaluated based on Business-
as-Usual (BAU), Optimistic and Realistic Scenario respectively.
a. Business-As-Usual (BAU) Scenario
In the BAU scenario the NSDP has been assumed to follow a ‘do- nothing’ approach based
on the past trends in economic growth resulting in a growth rate of 7% in first ten years
followed by 6% in next ten years respectively. The economic growth rates and the
consequent mode wise transport demand growth based on respective elasticity values in
this scenario is compiled in Table 3.13.
Table 3.13 ADOPTED MODEWISE GROWTH RATES FOR BAU SCENARIO
Year NSDP 2W Car Bus Truck
2011-2016 7% 11.2% 9.8% 10.50% 9.1%
2016-2021 7% 9.8% 9.1% 9.8% 8.4%
2021-2025 6% 7.2% 7.2% 7.8% 6.6%
2026-2031 6% 6.6% 6.6% 7.2% 6.0%
b. Optimistic Scenario
In optimistic scenario it is assumed that all traffic zones experience a strong positive impact
on economic growth. The state Government’s likely achievement in the Eleventh Plan
(2007-12) is expected to be 8.1 %. The Draft Twelfth Plan (2012-17) recently finalised has
projected a growth rate of 9 %. It is also observed that the State’s Growth Rate has lagged
behind country’s growth India by about two (2) point percentages. Considering these factors
the state economic growth rate is assumed to be 9% for first ten years and then decline to
8% in subsequent decade. The economic growth rates and the consequent mode wise
transport demand growth based on respective elasticity values in this scenario are compiled
in Table 3.14.
Table 3.14 ADOPTED MODEWISE GROWTH RATES FOR OPTIMISTIC SCENARIO
Year NSDP 2W Car Bus Truck
2011-2016 9% 14.4% 12.6% 13.5% 11.7%
2016-2021 9% 12.6% 11.7% 12.6% 10.8%
2021-2025 8% 9.6% 9.6% 10.4% 8.8%
2026-2031 8% 8.8% 8.8% 9.6% 8.0%
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c. Realistic Scenario
In realistic scenario, it is assumed that due to the current economic slowdown in the country
there might be a slowdown in the economic growth of the state too resulting in growth of
NSDP to touch 8% in first five years and decreasing to 7% and 6% respectively over the
next 15 years. The growth rates of NSDP and mode wise expected transport demand
growth rates are given in Table 3.15.
Table 3.15 ADOPTED GROWTH RATES FOR REALISTIC SCENARIO
Year NSDP 2W Car Bus Truck
2011-2016 7.5% 12.0% 10.5% 11.3% 9.8%
2016-2021 7% 9.8% 9.1% 9.8% 8.4%
2021-2025 6.5% 7.8% 7.8% 8.5% 7.2%
2026-2031 6% 6.6% 6.6% 7.2% 6.0%
The mode wise inter-regional forecast trips/tonnage is summarised in Table 3.16 below.
The realistic scenario has been adopted for forecast on interzonal traffic which includes
external trips from UP to Outside and vice-versa.
Table 3.16 MODE WISE INTER-REGIONAL TRAFFIC FORECAST SUMMARY
WITH DIFFERENT SCENARIOS
Year 2W Car Bus Total Pass
Trips
Commercial Vehicle
Tonnage
BAU
2011 47490 208518 591998 848006 619778
2016 80748 332779 975285 1388811 957988
2021 128867 514375 1556478 2199720 1433859
2026 182438 728205 2265880 3176523 1973752
2031 251131 1002397 3207826 4461354 2641326
Optimistic
2011 47490 208518 591998 848006 619778
2016 93054 377430 1115063 1585547 1077711
2021 168433 656299 2018326 2843058 1799704
2026 266367 1037898 3310066 4614331 2743757
2031 406092 1582338 5234671 7223101 4031479
Realistic
2011 47490 208518 591998 848006 619778
2016 83694 343523 1008835 1436052 986868
2021 133569 530981 1610022 2274573 1477085
2026 194447 772989 2415347 3382783 2086250
2031 267662 1064043 3419428 4751133 2791873
3.2.2. Traffic Forecast Summary
The summary of total traffic (passenger and goods) forecast for both intrazonal and
interzonal movement is presented in Table 3.17 & 3.18.
Table 3.17 TRAFFIC FORECAST SUMMARY
Movement Type
2011 2016 2021 2026 2031
Passenger Trips
Intrazonal 5777117 6100867 6786335 7540871 8371433
Interzonal 848006 1436052 2274573 3382783 4751133
Total 6625123 7536919 9060908 10923654 13122566
Goods Tonnage
Intrazonal 787459 820054 940495 1077657 1233860
Interzonal 619778 986868 1477085 2086250 2791873
Total 1407237 1806922 2417580 3163907 4025733
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Table 3.18 MODE WISE TRAFFIC FORECAST SUMMARY
Mode 2016 2021 2026 2031
Passenger Trips
Car 2431829 2855681 3357900 3935384
2W 1774172 2014290 2284579 2588306
Bus 3330917 4190937 5281175 6598876
Total 7536919 9060908 10923654 13122567
Mode 2016 2021 2026 2031
Tonnage
LCV 71877 89351 110247 134276
2 Axle 567560 742867 956099 1202106
3 Axle 907204 1217481 1596878 2035031
MAV 260282 367881 500683 654320
Total 1806922 2417580 3163907 4025733
3.2.3. Trip Distribution
Distribution of horizon year passenger trip ends has been based on the calibrated base
year distribution model parameters, horizon year network characteristics and the estimated
horizon year intrazonal trip ends resulting in horizon year trip matrices. The horizon year
modal split has been assumed to be same as observed in the base year.
3.2.4. Traffic Assignment
The estimated horizon year trip matrices for various horizon year period (2016, 2021, 2026,
2031) obtained from trip distribution have been assigned to respective horizon year
networks in various phases using the base year calibrated trip assignment model to arrive
at the estimated link loadings in the horizon year. The assignment results are graphically
shown from Figures 3.2 (a) to (f).
The speed and lane specifications to be used in travel demand forecasting and assignment
as adopted for different types and road categories of the horizon year network is tabulated
below:
Road Type Functional
Class Category
Capacity (PCU/Day)
Speed (kmph)
ODR 4 Single lane
Intermediate lane 2 lane
2000 6000
15000
39 41 42
MDR 3 1 lane 2 lane
2000 15000
41 49
SH 2
Single lane Intermediate lane
2 lane 4 lane
2000 6000
15000 40000
41 47 49 54
NH 1
Intermediate lane 2 lane 4 lane 6 lane
6000 15000 40000
42 48 57 80
Expressways 6-9 6 lane 90000 80
From the assignment results it can be observed that the major corridors where the traffic
concentration is high are NH-2, NH-24, NH-91, NH-25, NH-56, NH-28, NH-76, NH-119, NH-
58, NH-93, SH-59, SH-76, SH-12, SH-30, SH-33, SH-8, SH-5A, SH-26, SH-29, SH-1, SH-
100.
Traffic movement is higher in the areas closer to NCR region. National Highways and State
Highways account for about 80% of total regional traffic movement in UP State. Corridors
having proximity to industrial and tourist zones carry major traffic. The major traffic
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generating zones that are found to be having significant interaction in terms of passenger
and good movement are Lucknow, Kanpur, Ghaziabad, Gautam Buddha Nagar, Agra,
Allahabad, Mathura, Sultanpur, Etah, Bareily, Moradabad, Faizabad, Varanasi, Barabanki,
Bulandshahar, Gorakhpur, Rampur, Hapur, Fatehpur, Raibareily, Muzzafarnagar, Mahoba,
Basti. With the perspective of demand and connectivity to important economic growth
centers, these corridors will form major part of primary strategic core network. Some of the
important MDR and ODR links have also been identified that carries high traffic and will
serve as a part of core network linking the major primary network.
Transport demand observed on these major travel corridors will be one of the variables to
be used to identify Strategic Core Network forming a grid pattern with inter-connectivity.
This network will further strengthened / expanded based on other criteria’s like linkages to
existing/potential economic growth centres, settlement indices of zones, accessibility etc.
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Fig 3.2 a
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Fig 3.2 b
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Fig 3.2 c
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Fig 3.2 d
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HORIZON YEAR ASSIGNMENT – 2031 (COMBINED PCU)
Fig 3.2 e
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Fig 3.2 f
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3.3. HORIZON YEAR ROAD NETWORK
3.3.1. Planned Projects
The base year network was prepared on GIS platform comprising of NH, SH, MDR and
ODR. The details of the base year network have already been discussed in previous report
on Travel Demand Model. For future road network development across horizon years 2016,
2021, 2026 and 2031, major road development plans and proposals were collected from
secondary sources and were added to the base year network to develop the inputs for
horizon year network. The details of the proposed projects in horizon year by various
agencies for the state along with the expected year of implementation obtained from
various secondary sources are tabulated below and presented in Table 3.19 & Figures 3.3
(a to d).
Table 3.19 DETAILS OF PROPOSED MAJOR ROAD PROPOSALS PROJECTS IN UTTAR
PRADESH
Type of Road Corridor Source
Category & Lane
Configuration
Expected Implementation
Golden Quadrilateral
East-West Corridor NHAI NH, 6 lane 2016
Ghaziabad Meerut Expressway
Ghaziabad-Meerut NCR EX, 6 lane 2016
Yamuna Expressway
Gautam Buddha Nagar- Agra
Operational EX, 6 lane 2016
Indo Nepal Border Road
Greater Noida-Balia UPSHA SH, 2 lane 2021
Agra Kanpur Expressway
Agra Kanpur UPEIDA EX, 6 lane 2021
Delhi - Muzaffarnagar EXpressway
Delhi-Muzaffarnagar- Haridwar
Proposed National
Expressway –
Expressway Master Plan
(MoRTH)
EX, 6 lane 2021
Haridwar - Allahabad
Expressway
Haridwar-Najibabad- Amroha-Rampur Bareilly-Kheeri Bahraich-Gonda-
Faizabad-Sultanpur- Allahabad upto Rewa
EX, 6 lane 2026
Gwalior - Bahraich EXpressway
Gwalior-Etawah-Kannauj- Sitapur-Bahraich
EX, 6 lane 2026
Allahabad - Robertsganj Expressway
Allahabad-Mirzapur- Robertsganj up to UP
Border EX, 6 lane 2026
Panipat –Amroha Expressway
Panipat-Muzaffarnagar- Bijnor-Amroha Expressway
proposed by State
(Source – Expressway Master Plan,
MoRTH)
EX, 6 lane 2026
Mathura –Bareilly Expressway
Mathura-Bareilly EX, 6 lane 2026
Orai – Kheeri Expressway
Orai-Kannauj-Kheeri EX, 6 lane 2026
Allahabad EXpressway
Bareilly-Kheeri-Bahraich Gonda-Azamgarh-
Allahabad EX, 6 lane 2026
Ganga Expressway Ganga Expressway EX, 6 lane 2026
Mahoba – Gonda Expressway
Mahoba-Fatehpur- Raibareilly-Gonda
Expressway proposed by
State (Source –
Expressway Master Plan,
MoRTH)
EX, 6 lane 2031
Ghazipur –Maharajganj Expressway
Ghazipur-Gorakhpur- Maharajganj
EX, 6 lane 2031
Chandauli – Buxar Expressway
Chandauli -Ghazipur-Buxar EX, 6 lane 2031
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3.4. CONCLUSIONS
i. The demand for road transport has been increasing rapidly in the state. The number of
annually registered vehicles in the state has increased at an average annual rate of
about 10% between 2001 & 2011. It is observed that two wheelers account for
maximum share of about 80% of total vehicles with cars of around 8% while that of
buses is very minimal at 0.25%. The share of goods vehicles is around 11%. The
growth rate of cars in UP is double that of India in recent years. The growth rate of bus
population is a dismal 1.0 per cent in UP compared to 13.0 per cent average for India.
Similarly, the growth rate of trucks in UP is (3.3 per cent) just about half of the all-India
average of 6.9 per cent. It is has also been observed that vehicle ownership rates in UP
are far below the all-India average. They are about 10-50 per cent of the all-India
average.
ii. Forecasting of planning variables viz. population and employment has been done using
growth rate and trend extrapolation based methods. Based on these methods, it has
been observed that the exponential plot is the best fit plot for both population and
workers projection as the difference between observed and estimated 2011 value is
less and hence exponential equations has been used to project the state population
and workers. Based on the forecast the population figures are expected to be 2127
lakhs by 2016, 2341 lakh by 2021, 2577 lakh by 2026 and 2837 lakhs by 2031.
Similarly, workers estimates are expected to be 644 lakh by 2016, 733 lakh by 2021,
836 lakh by 2026 and 952 lakhs by 2031.
iii. For travel demand forecast, an economic perspective of the region has been assessed
considering traffic influencing regions and taking into account their growth in the past
and future. Uttar Pradesh is expected to focus on overall growth covering industrial and
infrastructure development related to power, transport networks and connectivity, and
increased employment opportunities. The vehicular growth rates estimated for different
scenarios have been adopted to obtain mode wise traffic demand for different horizon
years. These will form important inputs to traffic estimation using the transport demand
model developed for this study.
iv. Summarising the transport demand in coming years, it has been estimated that
passenger demand per day will increase from 66.25 lakh passengers in year 2011 to
131.22 lakh passengers by horizon year 2031. Similarly, freight tonnes carried by
commercial vehicles per day will increase to 40.25 lakh tonnes by year 2031 from 14.07
lakh tonnes in year 2011. Cars will carry about 40 lakh passenger trips and buses will
carry almost 66 lakh passenger trips in horizon year. Similarly, 2-axle and 3-axle goods
vehicles will carry 30 lakh tonnes in year 2031. About 6.5 lakh tonnes are expected to
be carried by multi-axel commercial goods vehicles in the horizon year.
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Fig 3.3 a: HORIZON YEAR NETWORK - 2016
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Fig 3.3 b: HORIZON YEAR NETWORK - 2021
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Fig 3.3 c: HORIZON YEAR NETWORK - 2026
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Fig 3.3 d: HORIZON YEAR NETWORK - 2031
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IDENTIFICATION OF STRATEGIC CORE ROAD
NETWORK
4. IDENTIFICATION OF STRATEGIC CORE ROAD NETWORK
4.1. EXTRACTS FROM SETTLEMENT POTENTIAL ANALYSIS
Settlement potential analysis provides a composite index that has been used to identify the
high traffic volume generating settlements, growth potential of the settlements. The
parameters considered in settlement growth potential analysis comprised of population size
of settlement, transport and infrastructure facilities, economic growth centres, tourism
potential etc.
The screening of the network has been done by establishing cut-off points through analysed
DPI and other attributes to sieve out certain number of settlements and few links. The
screening parameters are from the ambit of socio-economic perspectives and parameters
have been studied viz. growth of population, workers, tourism and industrial centres. The
network links shall be ranked using an aggregate score function on their attribute values.
The finalised and resultant network will be based on the following attributes:
- Traffic
- Economic & Demand Drivers
- Connectivity & Network Availability
- Environment
- Social
This chapter presents summary of settlement potential analysis.
4.2. SUMMARY OF SETTLEMENT POTENTIAL ANALYSIS
The main aim of the settlement analysis carried out was to assess the performance and
growth potential for groups of settlements within the State of UP. The settlement hierarchy
is important in the development framework in order to set out a clear order of preference for
the location of development in both the short and long term. This was carried out at district
level for urban and rural blocks. Four techniques were chosen as the most relevant
techniques for base year settlement analysis in order to identify potential links and nodes in
master plan preparation. The methods adopted for settlement analysis were:
- Location Quotient (LQ) Analysis
- Disparity Index
- Cumulative Function Index (CFI)
- Development Potential Index (DPI)
The analysis of settlements was carried out both at aggregate (district level) and
disaggregate (block level) level and thus formed the basis to identify distinct and important
nodes in the State for network connectivity based on the growth potential of settlements,
traffic potential, road connectivity deficiencies as identified in the policy documents and the
desired connectivity levels, strategic importance of a various nodes and other associated
factors such as network continuity and its hierarchy in the regional network system. The
methodology adopted is shown in flow chart as Figure 4.1.
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Figure 4.1 METHODOLOGY ADOPTED FOR SETTLEMENT ANALYSIS
From LQ analysis potential industrial nodes were identified in rural and urban blocks in
various Regions / Zones in the state of Uttar Pradesh. Industrial zones having dominance
and potential for future development identified are Jhansi, Agra, Kanpur, Varanasi,
Azamgarh, Bareily, Allahabad, Faizabad, Meerut & Gorakhpur. It is expected that these
regions will be major traffic attracting / generating nodes in near future and will be pivotal for
road network development in view of growth and potential.
CFI and DPI provided and insight in terms of availability of facilities and socio-economic
developments at settlements. The analysis revealed that major districts with high DPI
values are Lucknow, Ghaziabad, Kanpur Nagar, Gautam Buddha Nagar, Agra, Meerut,
Allahabad, Muzzaffarnagar, Gorakhpur, Bulandshahar & Bareily. These districts have
strong industrial base and tourism attractions. The socio-economic facilities in these
districts are adequate and therefore, will continue to grow in near future. In rural blocks
districts having higher DPI value are Ghaziabad, Ghazipur, Raibareily, Muzzaffarnagar,
Bulandshahar, Pratapgarh, Gonda, Bijnaur, Mathura, Kheeri, Allahabad, Meerut, Jaunpur &
Saharanpur. These districts have better transport linkages and adequate social
infrastructure.
Division of districts into
Rural/Urban centres
Field visits and secondary
data collection
Data Compilation
Demographic
& Socio-
economic
Transport Agriculture Social Infra Telegraph &
Telecom
Other
facilities
Data Analysis
Location
Quotient
Disparity
Index
Cumulative
Function Index
Development
Potential Index
Ranking of Settlements
Development of relation
between settlement
indicators and transport
network
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
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Amongst above methods employed for the study Weighted Index method (commonly known
as Development Potential Index) was analysed in detail in the earlier submissions and
reports were formally approved by PWD after detailed presentations / deliberations /
discussions
The salient excerpts of the settlement analysis is reproduced here as a ready reference for
undertaking the screening of core network, of which, DPI and settlement hierarchy is an
important component apart from traffic demand and other economic demand drivers.
4.2.1. Weighted Index Method (Development Potential Index, DPI)
Weighted Index Method (commonly known as Development Potential Index DPI) was
employed to obtain an indication of hierarchy by assigning weights to all settlements. A
scoring system has been applied to each of the district based on the number of key
services and facilities within them and in turn ranking has been done. An indication of inter-
district comparison in terms of availability of facilities and development can be made. The
methodology adopted to calculated weighted index is as follows:
- Prepare a data matrix for all rural/urban settlements in each district
- Total each row and column to compile data at district level
- Using the assumption that the total number of functional attributes in the entire system
has a combined centrality value of 100, determine the weight of the functional attribute
using following method:
- For weights of each parameter group (sectors), the relative contribution of various
sectors in overall CFI is calculated. Weights within each sector have been assigned
based on the importance of various facilities in urban and rural context. Based on
weights and actual values observed, a score have been calculated for each group and
finally total development rating is calculated for each settlement by applying the
following formula:
Development Potential Index = N/n
Where;
N is the ‘Combined Centrality Value’ of 100
& (n) is the ‘Total number of attributes’
The assigned weightings for different attributes in various sectors both for District and Block
level is summarised in Table 4.1.
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Table 4.1 WEIGHTINGS FOR VARIOUS ATTRIBUTES
Amenity Assigned Weights (%)
Rural Urban
Transport 20 20
No. of Railway Station 10
Bus Station 10 20
Agriculture 15 15
No. of regulated Mandi’s 15 15
Industry 15 -
No. of heavy industries 5 -
No. of small scale industries 10 -
Social Infrastructure 25 25
No. of Hospitals 10 7.5
No. of Schools 10 7.5
No. of Colleges 2.5 5
No. of Technical Institution 2.5 5
Telegraph & Telecommunication Facilities 20 25
Post Office 7.5 5
Telegraph 7.5 5
No. of PCO’s 2.5 7.5
Telephone Facilities 2.5 7.5
Other Facilities 5 15
No. of Banks 5 5
Commercial Shops - 5
Agricultural Shops - 5
Based on the weights mentioned above, Development Potential Index (DPI) value has been
calculated for all 71 districts of Uttar Pradesh. The computation of DPI of various Districts is
presented in Table 4.2 (a & b). The districts have been ranked on the basis of DPI values
i.e. district with highest DPI value is ranked as 1 and so on. This exercise has been done
separately for rural and urban areas of all the districts. The district wise DPI calculations
with ranking of development blocks and urban areas have been submitted in previous
submissions.
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Table 4.2 (a): DEVELOPMENT POTENTIAL INDEX (RURAL)
District
Transport Agriculture Industry Social Infrastructure Telegraph & Telecommunication
Facilities
Other Facilit
ies Development Potential
Index (DPI) N
o.
of
railw
a
y
sta
tio
n
No.
of
bus
sta
tio
n
/ halt
No.
of
regula
ted
ma
ndi'
s
No.
of
regis
te
red
Indust
rie
s
No.
of
sm
all
scale
industr
ies
No.
of
hospit
als
No.
of
school
s
No.
of
colle
g
es
No.
of
Te
chni
cal
institu
t
ion
Post
Off
ice
Te
legr
aph
No.
of
PC
O's
Te
lep
hone
Fa
cili
ties
No.
of
Banks
Auraiyya 0.40 10.00 0.15 0.45 12.10 4.80 210.20 0.78 0.00 10.73 0.00 12.68 47.58 2.10 22.28
Azamgarh 0.80 14.40 0.30 16.30 31.80 18.80 443.30 2.13 0.00 28.80 0.08 40.53 393.23 7.60 71.29
Bagpat 1.00 10.20 0.00 2.70 41.90 4.50 123.40 7.40 0.05 9.83 0.00 7.63 105.33 1.90 22.56
Balia 1.30 9.20 1.20 24.20 48.40 21.80 318.40 0.78 0.00 25.13 0.00 35.70 305.25 8.90 57.16
Banda 0.50 13.80 0.15 0.00 128.80 9.70 194.10 0.08 0.00 14.63 0.23 2.98 200.63 3.00 40.61
Bulandshahar 1.30 25.60 1.05 230.95 432.50 36.80 352.20 0.28 0.00 22.13 0.00 31.63 841.20 3.70 141.38
Chandauli 1.10 19.40 0.00 179.20 354.30 6.30 182.90 1.53 0.00 12.53 0.30 22.18 96.33 3.00 62.79
Chitrakoot 1.00 4.40 0.00 0.00 73.20 5.30 109.80 28.78 0.00 5.55 0.45 5.00 55.70 1.65 20.77
Deoria 1.30 13.90 0.15 23.40 45.80 14.40 291.80 0.80 0.00 19.35 0.00 20.48 89.30 3.85 37.47
Etah 0.80 10.70 0.15 0.00 197.40 5.30 268.50 0.65 4.45 0.00 64.43 318.03 0.85 1.70 62.35
Etawah 0.50 7.10 0.60 0.70 197.80 7.00 239.00 1.90 0.05 9.30 0.00 7.13 304.50 2.95 55.61
Farukkabad 1.50 8.80 0.15 0.75 172.10 5.90 251.50 0.90 0.00 8.85 0.00 33.33 547.08 2.15 73.79
Fatehpur 1.10 23.00 0.75 213.90 422.90 10.70 379.10 0.30 0.03 17.93 0.00 9.30 162.73 4.90 89.04
Firozabad 0.90 4.80 0.15 0.85 171.60 8.00 174.20 0.80 0.00 9.75 0.00 1.95 112.38 2.25 34.83
GB Nagar 0.60 13.10 0.00 41.85 73.10 3.60 112.40 8.40 0.00 5.40 0.08 28.40 657.13 2.30 67.60
Ghaziabad 1.00 8.80 1.35 49.25 485.50 9.90 230.50 0.08 0.00 10.58 0.60 173.03 3983.78 2.95 354.09
Ghazipur 2.80 58.40 0.00 987.15 1901.80 13.90 449.10 2.28 0.00 26.70 0.53 14.33 391.15 7.30 275.39
Gorakhpur 1.40 8.50 0.00 20.05 11.50 14.50 381.90 1.25 0.00 25.20 0.00 17.83 188.40 7.30 48.42
Hamirpur 0.60 15.90 0.30 0.10 224.40 7.30 143.90 2.83 0.00 9.68 0.00 5.78 101.13 1.70 36.69
Hardoi 1.80 6.70 0.15 17.95 9.60 15.40 380.20 2.83 0.00 22.73 0.00 45.15 367.80 4.40 62.48
Hathras 0.80 6.40 0.45 0.00 34.00 5.80 178.80 0.30 0.00 10.28 0.23 16.93 184.20 1.95 31.44
Jalaun 0.40 15.10 0.15 0.00 300.70 8.70 227.90 0.30 0.00 16.13 0.00 37.60 464.45 2.70 76.72
Jaunpur 3.10 13.20 1.35 87.75 173.10 17.00 336.40 0.53 0.00 30.30 0.00 68.20 839.38 8.10 112.74
Jhansi 1.20 9.60 0.45 1.35 109.60 7.10 198.30 1.63 0.00 13.13 0.00 15.65 108.58 2.25 33.49
JP Nagar 0.80 5.30 0.60 2.30 15.60 5.20 259.30 0.43 0.03 8.70 0.23 0.20 44.75 2.35 24.70
Kannauj 0.50 7.20 0.45 0.70 292.70 5.70 185.70 1.08 0.00 9.60 0.00 26.65 368.08 1.75 64.29
Kanpur Nagar 2.00 1.50 0.60 23.85 47.50 7.90 264.30 0.90 0.13 13.73 0.00 11.28 291.53 5.20 47.89
Kanshiram Nagar 0.70 9.30 0.00 95.65 191.20 4.30 179.10 0.10 0.00 7.95 0.00 16.68 237.68 1.00 53.12
Kheeri 2.00 17.80 1.80 388.75 769.80 11.70 408.10 0.30 0.00 27.75 0.00 3.33 125.90 5.45 125.91
Kushinagar 1.40 8.60 0.30 0.15 244.10 13.20 264.20 0.18 0.00 15.30 0.00 26.23 150.65 4.25 52.04
Lalitpur 0.80 18.90 0.15 63.60 127.20 8.50 159.90 0.03 0.00 10.95 0.00 0.78 65.75 1.85 32.74
Lucknow 1.30 8.10 1.35 10.60 16.30 7.80 224.50 0.08 0.10 10.65 0.00 27.23 180.13 2.45 35.04
Maharajganj 1.20 5.70 0.90 0.15 30.50 8.20 228.10 1.10 0.00 13.95 0.00 38.03 164.43 4.60 35.49
Mahoba 0.60 7.90 0.30 0.00 48.50 3.40 106.70 1.28 0.00 6.30 0.08 4.20 33.68 1.05 15.28
Mainpuri 0.50 7.90 0.60 2.95 451.10 7.50 299.10 0.48 0.00 11.63 0.00 0.00 418.98 1.95 85.91
Mathura 1.10 8.20 0.00 431.10 830.80 6.60 230.60 1.20 0.00 11.78 0.00 5.00 236.58 5.65 126.33
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
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P a g e | 4-6
District
Transport Agriculture Industry Social Infrastructure Telegraph & Telecommunication
Facilities
Other Facilit
ies Development Potential
Index (DPI)
No.
of
railw
a
y
sta
tio
n
No.
of
bus
sta
tio
n
/ halt
No.
of
regula
ted
ma
ndi'
s
No.
of
regis
te
red
Indust
rie
s
No.
of
sm
all
scale
industr
ies
No.
of
hospit
als
No.
of
school
s
No.
of
colle
g
es
No.
of
Te
chni
cal
institu
t
ion
Post
Off
ice
Te
legr
aph
No.
of
PC
O's
Te
lep
hone
Fa
cili
ties
No.
of
Banks
Sant Kabir Nagar 0.10 8.30 0.30 0.00 14.40 5.90 159.80 3.70 0.00 12.15 0.00 10.13 43.03 2.60 18.60
Agra 1.70 13.40 1.20 31.55 58.80 10.00 236.40 1.70 0.08 19.50 0.15 5.00 306.70 6.50 49.48
Aligarh 1.00 16.90 0.45 19.00 35.10 8.50 260.20 18.38 0.00 24.45 0.00 13.35 284.13 3.70 48.94
Allahabad 2.90 19.30 1.80 228.40 440.40 15.50 485.60 1.55 0.03 25.05 0.08 44.43 325.58 7.15 114.13
Ambedkar Nagar 0.30 5.70 1.50 171.70 338.90 7.90 281.10 1.15 0.00 25.13 1.05 21.53 150.88 3.10 72.14
Badau 1.60 20.80 1.65 1.00 383.70 8.20 313.20 0.03 0.00 21.38 0.00 2.35 262.10 3.60 72.83
Baharaich 1.60 7.60 0.00 20.00 39.90 11.90 323.00 0.23 0.03 19.80 0.00 16.18 153.85 7.55 42.97
Balrampur 0.80 4.30 1.50 62.90 128.30 8.30 252.90 0.23 0.03 12.53 0.08 2.50 23.95 3.35 35.83
Barabanki 1.90 9.00 0.00 28.40 44.50 12.00 275.90 6.30 0.00 24.23 0.00 27.73 241.78 5.00 48.34
Bareily 1.90 11.00 4.50 12.50 64.20 14.70 326.90 0.70 0.03 16.50 0.00 10.90 80.08 7.25 39.37
Basti 0.60 9.70 1.50 161.60 323.20 8.40 224.30 0.73 0.00 17.55 0.00 7.95 103.28 5.50 61.74
Bijnour 1.40 18.10 1.50 326.60 628.80 9.60 476.30 0.33 0.00 19.80 0.00 15.38 391.78 4.40 135.28
Faizabad 1.70 6.80 0.60 24.25 45.00 11.20 259.60 0.63 0.00 26.25 1.28 47.15 179.33 4.90 43.48
Gonda 2.00 6.20 0.15 342.15 683.60 11.60 345.00 4.13 0.03 24.45 0.00 33.50 444.45 5.95 135.94
Kaushambi 0.70 6.30 0.90 84.25 161.10 4.20 221.70 0.58 0.03 8.85 0.00 5.83 81.25 2.20 41.28
Mau 1.50 9.30 0.60 154.05 308.10 9.70 242.20 1.08 0.00 13.95 0.00 68.60 257.63 2.75 76.39
Meerut 0.50 23.30 0.30 234.05 468.10 6.30 240.30 0.23 4.55 0.00 88.05 505.90 3.13 6.25 112.93
Mirzapur 1.70 7.30 0.00 16.65 33.30 12.40 264.00 0.18 0.00 12.60 0.00 1.35 4.58 4.90 25.64
Moradabad 2.00 17.90 0.90 248.60 495.70 9.00 278.20 0.15 0.08 14.93 0.23 1.15 67.43 6.30 81.61
Muzaffarnagar 0.90 35.50 0.00 74.10 135.60 10.60 308.00 2.20 0.00 21.08 0.00 59.25 1485.08 4.70 152.64
Pilibhit 0.60 8.90 1.05 48.70 82.10 7.50 229.30 1.48 0.00 7.50 0.00 1.13 96.73 2.35 34.81
Pratapgarh 1.00 10.40 1.20 396.70 793.00 71.70 279.60 1.45 0.00 29.85 0.15 96.60 225.55 8.35 136.83
Raibareily 1.90 13.10 1.05 548.25 1085.60 17.70 351.10 0.78 0.00 30.90 0.00 23.25 203.50 6.15 163.09
Ramabai Nagar 1.40 5.60 1.20 81.15 153.70 6.20 260.50 1.75 0.03 13.43 0.90 5.38 147.28 3.35 48.70
Rampur 0.60 9.40 2.10 19.45 37.50 5.20 263.10 1.70 0.00 8.10 0.75 11.95 208.03 4.35 40.87
Saharanpur 1.00 31.60 0.45 47.60 79.40 8.00 187.80 0.40 0.43 13.88 0.90 24.43 891.23 7.55 92.48
Sant Ravidas Ngr 1.10 6.10 0.15 14.35 28.70 4.80 136.50 1.05 0.03 7.13 0.15 18.73 165.35 1.90 27.57
Shahjahanpur 2.00 15.70 1.20 33.45 57.00 10.90 308.70 0.10 0.00 19.65 0.00 5.35 59.50 5.60 37.08
Shrawasti 0.00 2.00 0.00 1.75 3.50 5.90 127.70 0.05 0.00 7.73 0.00 3.43 30.05 2.20 13.16
Siddarth Nagar 0.50 6.30 1.20 254.55 509.10 13.80 263.30 0.33 0.00 16.35 0.00 2.43 123.30 3.90 85.36
Sitapur 2.20 9.10 1.05 97.15 188.50 14.00 475.90 10.70 0.05 28.88 0.00 73.25 253.58 5.75 82.86
Sonabhadra 1.00 9.80 0.00 224.10 446.70 9.70 233.20 0.38 0.00 9.98 0.53 10.88 61.23 2.80 72.16
Sultanpur 2.00 15.40 0.45 30.40 53.30 19.20 352.10 2.40 0.00 35.78 0.00 130.45 470.80 7.45 79.98
Unnao 2.00 8.20 1.05 54.65 59.50 13.10 411.30 1.40 0.03 18.45 0.00 18.73 248.35 3.65 60.03
Varanasi 1.50 16.70 0.15 28.25 44.50 7.00 226.40 0.45 0.00 10.88 0.90 59.03 521.05 3.70 65.75
Average 1.21 12.15 0.67 99.17 241.86 10.75 265.75 2.02 0.14 15.94 2.29 35.44 302.28 4.15 70.99
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Table 4.2 (b): DEVELOPMENT POTENTIAL INDEX (URBAN)
District
Transport Agriculture Social Infrastructure Telegraph & Telecommunication Facilities Other Facilities
Development Potential
Index (DPI) No.
of
bus
sta
tio
n/
halt
No.
of
regula
t
ed
ma
ndi's
No.
of
hospita
ls
No.
of
schools
No.
of
colle
ge
s
No.
of
Te
chni
cal
institu
tion
Post
Off
ice
Te
legra
ph
No.
of
PC
O's
Te
leph
one
Fa
cili
tie
s
No.
of
Banks
Com
m
erc
ial
Shops
Agricult
ura
l
Shops
Auraiyya 0.20 0.60 1.05 27.38 0.65 0.00 0.65 0.05 10.80 342.75 1.40 2.80 18.15 31.27
Azamgarh 0.40 0.15 1.35 26.70 0.30 0.35 1.10 0.05 80.10 1092.38 3.80 6.30 21.60 94.97
Bagpat 0.00 0.30 1.28 9.98 1.20 0.50 0.60 0.30 4.05 246.38 2.45 4.65 4.35 21.23
Balia 0.40 0.60 1.73 20.40 0.55 0.00 0.90 0.10 84.45 1068.75 2.40 7.15 11.05 92.19
Banda 0.20 0.60 1.73 35.03 0.50 0.15 0.80 0.30 18.38 665.63 2.05 4.00 2.20 56.27
Bulandshahar 0.80 1.50 5.10 55.73 1.90 0.40 1.90 0.20 147.30 2740.50 5.65 14.65 40.00 231.97
Chandauli 0.20 0.30 1.28 8.10 0.20 0.00 0.55 0.25 38.63 352.50 1.95 3.45 3.85 31.63
Chitrakoot 0.00 0.15 0.53 16.20 0.10 0.00 0.15 0.10 17.63 292.13 0.90 1.90 0.20 25.38
Deoria 0.20 0.15 1.95 21.08 1.10 0.00 1.65 0.10 75.00 300.00 2.95 8.40 6.70 32.25
Etah 0.20 0.45 1.65 41.93 1.20 0.70 0.20 27.50 733.50 4.13 3.60 21.65 0.00 64.36
Etawah 0.20 0.45 1.50 64.58 0.95 0.25 0.95 0.20 51.08 1324.20 2.00 4.30 13.00 112.59
Farukkabad 0.20 0.75 4.13 25.20 1.30 0.00 1.65 0.10 64.50 1329.53 2.80 6.30 17.75 111.86
Fatehpur 0.20 1.05 1.95 42.83 0.60 0.05 0.80 0.15 17.63 623.03 3.05 4.75 16.40 54.81
Firozabad 0.20 0.60 0.90 32.25 0.65 0.10 1.30 0.30 52.28 693.45 3.20 10.70 1.80 61.36
Gutam Buddha Nagar 0.60 0.00 1.58 16.65 1.35 0.75 1.50 0.15 330.75 9458.25 9.90 5.25 10.30 756.69
Ghaziabad 0.60 0.75 2.10 137.93 0.60 4.80 5.20 0.60 454.28 11562.15 10.70 23.80 0.00 938.73
Ghazipur 0.00 0.75 2.70 32.85 0.80 0.05 1.00 0.30 20.78 519.68 3.30 5.75 1.85 45.37
Gorakhpur 0.40 0.30 5.78 63.45 1.45 0.55 3.15 0.05 138.23 2938.05 6.20 16.95 20.90 245.80
Hamirpur 0.40 0.45 1.35 26.33 0.30 0.00 0.55 0.05 29.03 365.48 1.75 3.90 5.85 33.49
Hardoi 0.20 1.20 3.38 15.23 1.65 0.10 1.50 0.05 46.88 1381.13 4.10 9.75 6.90 113.23
Hathras 0.20 0.60 12.60 27.60 0.60 0.10 0.80 0.20 94.05 1601.40 2.65 4.95 0.60 134.33
Jalaun 0.20 0.75 1.73 48.68 0.70 0.05 1.50 0.05 57.23 777.08 3.70 7.80 8.45 69.84
Jaunpur 0.40 0.45 1.50 31.28 0.60 0.15 1.20 0.30 158.25 1282.88 2.35 5.75 3.25 114.49
Jhansi 0.20 1.35 5.85 56.78 1.30 0.30 1.90 0.15 83.70 1939.28 5.90 12.50 0.15 162.26
JP Nagar 0.00 0.60 22.58 30.23 0.65 0.10 1.50 0.45 11.63 447.38 2.45 7.50 14.70 41.52
Kannauj 0.00 0.60 2.93 21.08 1.30 0.05 0.80 0.10 44.63 712.50 2.30 4.00 15.95 62.02
Kanpur Nagar 1.00 0.60 9.08 95.78 2.30 3.00 6.10 0.70 435.08 10603.65 19.40 46.55 4.80 863.69
Kanshiram Nagar 0.20 0.00 1.43 31.20 0.40 0.10 0.65 0.10 24.00 583.65 2.40 4.20 19.75 51.39
Kheeri 0.40 1.35 1.65 35.48 0.35 0.00 0.85 0.05 130.58 1762.58 0.80 6.90 10.60 150.12
Kushinagar 0.00 0.00 1.95 4.65 0.25 0.00 0.55 0.05 17.33 128.25 2.15 3.35 6.15 12.67
Lalitpur 0.00 0.60 0.98 19.13 0.20 0.00 0.35 0.10 5.93 300.15 1.85 2.85 3.00 25.78
Lucknow 0.80 0.15 7.05 200.03 2.90 4.70 7.15 0.40 799.65 17665.50 24.80 39.40 10.65 1443.32
Maharajganj 0.20 0.15 2.18 6.53 0.70 0.10 0.35 0.05 14.63 252.68 2.00 2.60 1.05 21.78
Mahoba 0.20 0.45 0.98 20.63 1.85 0.00 0.40 0.15 18.83 537.38 1.20 2.65 1.45 45.09
Mainpuri 0.40 0.60 1.80 36.68 0.95 0.00 1.05 0.30 4.80 258.60 1.85 5.25 38.80 27.01
Mathura 0.20 0.75 4.35 45.15 0.90 4.40 2.35 0.05 87.60 1790.78 6.40 7.40 4.25 150.35
Sant Kabir Nagar 0.00 0.15 1.13 11.70 0.20 0.00 0.30 0.05 9.98 290.10 1.00 1.35 1.50 24.42
Agra 1.20 0.90 3.45 89.85 4.50 0.95 4.65 0.35 314.70 7662.30 10.45 1.30 29.40 624.92
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District
Transport Agriculture Social Infrastructure Telegraph & Telecommunication Facilities Other Facilities
Development Potential
Index (DPI) No.
of
bus
sta
tio
n/
halt
No.
of
regula
t
ed
ma
ndi's
No.
of
hospita
ls
No.
of
schools
No.
of
colle
ge
s
No.
of
Te
chni
cal
institu
tion
Post
Off
ice
Te
legra
ph
No.
of
PC
O's
Te
leph
one
Fa
cili
tie
s
No.
of
Banks
Com
m
erc
ial
Shops
Agricult
ura
l
Shops
Aligarh 0.60 0.45 2.63 47.40 0.45 0.75 2.30 0.00 66.83 2508.75 5.95 13.50 29.95 206.12
Allahabad 1.00 0.30 5.18 74.48 1.45 1.40 3.75 0.20 148.73 3561.38 9.00 22.95 5.55 295.03
Ambedkar Nagar 0.20 0.15 1.65 7.65 0.80 0.10 0.75 0.25 41.40 825.75 1.60 4.30 7.80 68.65
Badau 0.20 1.20 4.20 37.05 0.60 0.00 2.00 0.30 37.95 1051.88 2.00 10.55 34.40 90.95
Baharaich 0.20 0.45 1.80 17.78 0.20 0.00 0.65 0.05 12.90 0.00 2.05 4.55 4.15 3.44
Balrampur 0.20 0.45 1.20 11.18 0.10 0.00 0.90 0.20 6.08 268.65 0.95 3.65 12.05 23.51
Barabanki 0.20 0.15 2.10 5.78 0.30 0.00 0.90 0.00 30.00 1004.63 3.90 6.20 13.30 82.11
Bareily 0.40 0.45 1.73 82.95 1.05 1.50 3.35 0.00 110.25 2589.68 6.95 20.60 29.95 219.14
Basti 0.20 0.15 0.75 4.58 0.30 0.00 0.60 0.05 75.00 630.60 1.90 2.50 9.50 55.86
Bijnour 0.40 0.75 2.33 40.35 0.95 0.50 1.95 0.00 122.33 2411.40 7.70 12.75 12.25 201.05
Faizabad 0.40 0.30 0.90 19.20 0.50 0.45 1.00 0.00 53.18 1124.93 3.80 6.85 5.60 93.62
Gonda 0.20 0.30 0.53 12.75 0.20 0.15 0.95 0.10 41.33 594.08 0.00 4.05 3.35 50.61
Kaushambi 0.00 0.45 1.20 13.13 0.20 0.05 0.35 0.00 23.33 404.93 1.65 1.55 8.00 34.99
Mau 0.20 0.30 2.40 18.60 0.70 0.00 0.60 0.00 153.83 994.95 2.25 10.65 9.80 91.87
Meerut 0.60 0.45 11.55 93.30 4.60 4.20 3.95 0.35 172.80 4731.60 8.65 20.55 14.70 389.79
Mirzapur 0.00 0.30 1.65 34.88 0.35 0.05 0.95 0.10 24.60 930.38 2.25 6.00 0.65 77.09
Moradabad 0.40 1.05 4.88 84.23 3.85 0.70 2.50 0.85 45.08 1748.63 7.90 21.95 9.50 148.58
Muzaffarnagar 0.40 1.05 2.63 88.65 3.45 0.80 2.25 0.20 105.83 3365.10 6.25 13.40 37.05 279.00
Pilibhit 0.20 0.45 1.95 29.48 0.35 0.00 1.00 0.05 16.43 586.13 2.90 5.40 1.75 49.70
Pratapgarh 0.20 0.15 1.13 15.83 0.30 0.00 1.15 0.25 69.45 126.68 1.45 2.90 3.00 17.11
Raibareily 0.40 0.60 4.05 33.75 1.50 0.10 1.30 0.00 66.68 942.23 4.60 5.75 16.00 82.84
Ramabai Nagar 0.00 0.45 0.68 13.05 0.80 0.10 0.35 0.15 15.83 290.48 2.15 1.75 1.65 25.19
Rampur 0.20 0.60 3.45 31.43 3.05 0.10 1.15 0.30 15.60 1486.58 4.25 10.10 12.70 120.73
Saharanpur 0.40 1.05 3.30 73.58 0.50 0.85 1.15 0.25 69.90 2043.75 1.00 14.45 19.85 171.54
Sant Ravidas Nagar 0.20 0.75 0.98 26.03 0.30 0.85 0.55 0.15 27.98 412.65 0.55 3.80 10.50 37.33
Shahjahanpur 0.20 0.60 3.30 12.83 0.45 0.15 2.10 0.00 18.98 485.63 3.45 8.90 8.40 41.92
Shrawasti 0.00 0.00 0.45 3.98 0.10 0.00 0.10 0.10 6.68 66.00 0.60 0.60 0.20 6.06
Siddarth Nagar 0.00 0.15 0.83 7.28 0.15 0.00 0.50 0.10 5.40 208.50 1.40 2.30 2.15 17.60
Sitapur 0.20 0.30 2.25 50.85 1.65 0.25 1.65 0.05 48.30 1504.13 4.35 8.55 7.50 125.39
Sonabhadra 0.00 0.45 3.30 14.55 0.55 0.00 0.75 0.45 24.23 1062.68 2.10 3.80 0.30 85.63
Sultanpur 0.40 0.15 3.15 7.20 0.35 0.30 0.80 0.05 41.85 844.95 2.75 3.40 8.80 70.32
Unnao 0.20 0.30 2.25 27.45 0.60 0.40 1.20 0.10 51.98 1356.38 3.30 8.95 1.35 111.88
Varanasi 0.00 0.45 3.15 13.05 0.55 0.00 0.70 0.45 23.55 1044.68 1.95 3.60 0.30 84.03
Average 0.28 0.51 2.95 36.43 0.98 0.51 1.45 0.56 91.58 1790.21 3.93 8.50 10.13 149.85
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The percentage distribution of Districts by DPI is presented in Figure 4.2.
Figure 4.2: DISTRIBUTION OF DISTRICTS BY DPI
It can be seen that around 45% of districts in rural area and 34% in urban area has DPI value
less than 50. Around 40-50% of districts in rural and urban area have DPI value ranging
between 50-150. Only 3% of districts in rural area have DPI value more than 200 whereas 18%
of districts in urban area have DPI value more than 200. Urban settlements in Districts are
depicting an upward trend as compared to Rural Blocks.
Districts have been ranked based on DPI values in order to identify the performance of various
districts. The ranking of districts is presented in Table 4.3 & Figure 4.3 for Rural and Urban
Blocks.
Table 4.3: RANKING OF DISTRICTS BY DPI (RURAL & URBAN)
District (Rural) Development
Potential Index (DPI)
Ranking
District (Urban) Development
Potential Index (DPI)
Ranking
Ghaziabad 354.09 1.00 Lucknow 1443.32 1.00
Ghazipur 275.39 2.00 Ghaziabad 938.73 2.00
Raibareily 163.09 3.00 Kanpur Nagar 863.69 3.00
Muzzaffarnagar 152.64 4.00 Gautam Buddha Nagar 756.69 4.00
Bulandshahar 141.38 5.00 Agra 624.92 5.00
Pratapgarh 136.83 6.00 Meerut 389.79 6.00
Gonda 135.94 7.00 Allahabad 295.03 7.00
Bijnaur 135.28 8.00 Muzzaffarnagar 279.00 8.00
Mathura 126.33 9.00 Gorakhpur 245.80 9.00
Kheeri 125.91 10.00 Bulandshahar 231.97 10.00
Allahabad 114.13 11.00 Bareily 219.14 11.00
Meerut 112.93 12.00 Aligarh 206.12 12.00
Jaunpur 112.74 13.00 Bijnour 201.05 13.00
Saharanpur 92.48 14.00 Saharanpur 171.54 14.00
Fatehpur 89.04 15.00 Jhansi 162.26 15.00
Mainpuri 85.91 16.00 Mathura 150.35 16.00
Siddarth Nagar 85.36 17.00 Kheeri 150.12 17.00
45.1%
36.6%
12.7%
2.8% 2.8%
33.8%
29.6%
12.7%
5.6%
18.3%
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%
45.0%
50.0%
<50 50-100 100-150 150-200 >200
Perc
en
tag
e o
f D
istr
icts
DPI
Rural
Urban
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District (Rural) Development
Potential Index (DPI)
Ranking
District (Urban) Development
Potential Index (DPI)
Ranking
Sitapur 82.86 18.00 Moradabad 148.58 18.00
Moradabad 81.61 19.00 Hathras 134.33 19.00
Sultanpur 79.98 20.00 Sitapur 125.39 20.00
Jalaun 76.72 21.00 Rampur 120.73 21.00
Mau 76.39 22.00 Jaunpur 114.49 22.00
Farukkabad 73.79 23.00 Hardoi 113.23 23.00
Badau 72.83 24.00 Etawah 112.59 24.00
Sonabhadra 72.16 25.00 Unnao 111.88 25.00
Ambedkar Nagar 72.14 26.00 Farukkabad 111.86 26.00
Azamgarh 71.29 27.00 Azamgarh 94.97 27.00
Gautam Buddha Nagar 67.60 28.00 Faizabad 93.62 28.00
Varanasi 65.75 29.00 Balia 92.19 29.00
Kannauj 64.29 30.00 Mau 91.87 30.00
Chandauli 62.79 31.00 Badau 90.95 31.00
Hardoi 62.48 32.00 Sonabhadra 85.63 32.00
Etah 62.35 33.00 Varanasi 84.03 33.00
Basti 61.74 34.00 Raibareily 82.84 34.00
Unnao 60.03 35.00 Barabanki 82.11 35.00
Balia 57.16 36.00 Mirzapur 77.09 36.00
Etawah 55.61 37.00 Sultanpur 70.32 37.00
Kanshiram Nagar 53.12 38.00 Jalaun 69.84 38.00
Kushinagar 52.04 39.00 Ambedkar Nagar 68.65 39.00
Agra 49.48 40.00 Etah 64.36 40.00
Aligarh 48.94 41.00 Kannauj 62.02 41.00
Ramabai Nagar 48.70 42.00 Firozabad 61.36 42.00
Gorakhpur 48.42 43.00 Banda 56.27 43.00
Barabanki 48.34 44.00 Basti 55.86 44.00
Kanpur Nagar 47.89 45.00 Fatehpur 54.81 45.00
Faizabad 43.48 46.00 Kanshiram Nagar 51.39 46.00
Baharaich 42.97 47.00 Gonda 50.61 47.00
Kaushambi 41.28 48.00 Pilibhit 49.70 48.00
Rampur 40.87 49.00 Ghazipur 45.37 49.00
Banda 40.61 50.00 Mahoba 45.09 50.00
Bareily 39.37 51.00 Shahjahanpur 41.92 51.00
Deoria 37.47 52.00 JP Nagar 41.52 52.00
Shahjahanpur 37.08 53.00 Sant Ravidas Nagar 37.33 53.00
Hamirpur 36.69 54.00 Kaushambi 34.99 54.00
Balrampur 35.83 55.00 Hamirpur 33.49 55.00
Maharajganj 35.49 56.00 Deoria 32.25 56.00
Lucknow 35.04 57.00 Chandauli 31.63 57.00
Firozabad 34.83 58.00 Auraiyya 31.27 58.00
Pilibhit 34.81 59.00 Mainpuri 27.01 59.00
Jhansi 33.49 60.00 Lalitpur 25.78 60.00
Lalitpur 32.74 61.00 Chitrakoot 25.38 61.00
Hathras 31.44 62.00 Ramabai Nagar 25.19 62.00
Sant Ravidas Nagar 27.57 63.00 Sant Kabir Nagar 24.42 63.00
Mirzapur 25.64 64.00 Balrampur 23.51 64.00
JP Nagar 24.70 65.00 Maharajganj 21.78 65.00
Bagpat 22.56 66.00 Bagpat 21.23 66.00
Auraiyya 22.28 67.00 Siddarth Nagar 17.60 67.00
Chitrakoot 20.77 68.00 Pratapgarh 17.11 68.00
Sant Kabir Nagar 18.60 69.00 Kushinagar 12.67 69.00
Mahoba 15.28 70.00 Shrawasti 6.06 70.00
Shrawasti 13.16 71.00 Baharaich 3.44 71.00
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Figure 4.3: DISTRICT WISE RANKINGS BY DPI
0.0050.00
100.00150.00200.00250.00300.00350.00400.00
Gh
azia
ba
d
Gh
azip
ur
Ra
iba
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ily
Mu
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ah
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DP
I
Districts
Distribution of Districts by DPI (Rural)
0.00200.00400.00600.00800.00
1000.001200.001400.001600.00
Lu
ckn
ow
Gh
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ba
d
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wa
sti
Ba
ha
ra
ich
DP
I
Districts
Distribution of Districts by DPI (Urban)
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The ranking of districts by rural and urban classification indicates the following:
i. Major districts in urban blocks with higher DPI values are Lucknow, Ghaziabad,
Kanpur Nagar, Gautam Buddha Nagar, Agra, Meerut, Allahabad, Muzzaffarnagar,
Gorakhpur, Bulandshahar & Bareily. These districts have strong industrial base and
tourism attractions. The socio-economic facilities in these districts are adequate and
therefore, will continue to grow in near future. Other districts with DPI in the middle
range have sizeable potential in small scale industrial growth and other economic
activities in urban fringes. The districts with lower DPI in urban locations will need
enhanced transport infrastructure including road network connectivity in near future.
ii. In rural blocks districts having higher DPI value are Ghaziabad, Ghazipur, Raibareily,
Muzzaffarnagar, Bulandshahar, Pratapgarh, Gonda, Bijnaur, Mathura, Kheeri,
Allahabad, Meerut, Jaunpur & Saharanpur. These districts have better transport
linkages and adequate social infrastructure. Districts with DPI in the mid range also
have sizeable facilities and will continue to grow with enhanced tourism infrastructure,
small and medium scale industries and agriculture markets. The lower ranked
districts will be analysed vis-à-vis network connectivity and social and other
infrastructure so that missing gaps are identified.
4.2.2. Settlement Hierarchy
Settlement hierarchy is an important indicator for identifying potential linking of settlements
with transport network. It sets out a clear order of preference for the locations of
development in both short and long term perspective. This will be useful in identifying
potential links in the Core Road Network through block level (urban and rural) assessment
in future analysis.
In the present report the settlements hierarchy has been analysed at the District level for
Urban and Rural Blocks. The settlements have been split into following hierarchies.
i. Hierarchy by population
ii. Hierarchy by DPI
iii. Hierarchy by DPI versus population
The hierarchy of settlements is presented in Tables 4.4 (a to c) for rural blocks and
Tables 4.5 (a to c) for urban blocks by districts.
Table 4.4 (a) HIERARCHY OF GROUP OF SETTLEMENTS BY POP AT DIST. LEVEL – RURAL
Population (lakh)
Districts
<5 Mahoba
5 to 10 Chitrakoot, gautam Buddha Nagar, Lalitpur, Hamirpur, Baghpat
10 to 20
Auraiyya, Etawah, Jhansi, Hathras, Jalaun, JP Nagar, Shrawasti, Kannauj, Sant Ravidas Nagar, Sonabhadra, Kaushambi, Farukkabad, Banda, Sant Kabir Nagar,Lucknow, Pilhibit, Mainpuri, Kanpur Nagar, Firozabad, Rampur, Ramabai Nagar, Chandauli, Ghaziabad, Mathura, Mau, Meerut, balrampur,Faizabad,Mirzapur, Ambedkar Nagar, Varanasi, Siddhart Nagar, Basti
>20
Shahjahanpur, Agra,Maharajganj, Fatehpur, Aligarh, Bahraich, Sultanpur, Bulandshahar, Unnao, Eah, Bijnaur,Barabanki, Bareily, Deoria, Balia, Badaun, Gonda,Pratapgarh, Raibareily, Muzzaffarnagar, Moradabad, Kushinagar,Ghazipur, kheeri, Hardoi, Allahabad, Azamgarh, Gorakhpur, Jaunpur, Sitapur, Sultanpur
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Table 4.4 (b) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI AT DISTRICT LEVEL – RURAL
DPI Districts
<50
Shrawasti, Mahoba, Sant kabir Nagar, Chitrakoot, Auraiyya, Bagpat, JP Nagar, Mirzapur, Sant Ravidas Nagar, Hathras, Lalitpur, Jhansi, Pilhibit, Firozabad, Lucknow, Maharajganj, Balrampur, Hamirpur, Shahjahanpur, Deoria,Bareily, Banda, Rampur,Kaushambi, Bahraich,Faizabad,Kanpur Nagar,Barabanki,Gorakhpur,Ramabai Nagar, Aligarh, Agra
50 - 100
Kushinagar, Kansiramnagar, Etawah, Balia, Unnao, Basti, Etah, Hardoi, Chandauli, Kannauj, Varanasi, gautam Buddha Nagar, Azamgarh, Ambedkar Nagar, Sonabhadra, Badaun, Farukkabad, Mau, Jalaun, Sultanpur, Moradabad, Sitapur, Siddhart Nagar, Mainpuri, Fatehpur, Saharanpur
100 - 150 Jaunpur, Meerut, Allahabad, Kheeri, Mathura, Bijnaur, Gonda, Pratapgarh, Bulandshahar
>150 Muzzaffarnagar, Raibareily, Ghazipur, Ghaziabad
Table 4.4 (c) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI & POP
AT DISTRICT LEVEL – RURAL
Population (lakh)
DPI
<50 50-100 100-150 >150
<5 Mahoba - -
5 to 10 Chitrakoot, Lalitpur, Hamirpur, Baghpat
Gautam Buddha Nagar
10 to 20
Shrawasti, Sant Kabir Nagar, Auraiyya, JP Nagar, Mirzapur, Sant Ravidas Nagar, Hathras, Jhansi, Pilhibit, Firozabad, Lucknow, Balrampur, Banda, Rampur, Kaushambi, Faizabad, Kanpur Nagar, Ramabai Nagar
Etawah, Basti, Chandauli, Kannauj, Varanasi, Ambedkar Nagar, Sonabhadra, Farukkabad, Mau, Jalaun, Siddhart Nagar, Mainpuri
Meerut, Mathura Ghaziabad
>20
Maharajganj, Shahjahanpur, Deoria, Bareily, Bahraich, Barabanki, Aligarh, Agra, Gorakhpur
Kushinagar, balia, Unnao, Etah, Hardoi, Badaun, Moradabad, Fatehpur, Saharanpur, Azamgarh, Sultanpur, Sitapur
Kheeri, Bijnaur, Gonda, Pratapgarh, Bulandshahar, Jaunpur, Allahabad
Muzzaffarnagar, Raibareily, Ghazipur
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Table 4.5 (a) HIERARCHY OF GROUP OF SETTLEMENTS BY POP AT DISTRICT LEVEL –
URBAN
Population (lakh)
Districts
<5
Shrawasti, Chitrakoot, Siddhart Nagar, Kaushambi, Sant Kabir Nagar, Ramabai Nagar, Maharajganj, Basti, Kushinagar, Balrampur, Lalitpur, Pratapgarh, Sultanpur, Auraiyya, Sant Ravidas Nagar, Chandauli, Hamirpur, Ambedkar Nagar, Gonda, Baghpat, Kannauj, Mainpuri, Ghazipur, Fatehpur, Bahraich, Banda, Barabanki, Hathras, Deoria, Balia, Raibareily, Sonabhadra, Faizabad, Mirzapur, Jaunpur, Pilhibit, Azamgarh, Etawah, Jalaun, Farukkabad, Kheeri, Mau, JP Nagar, Hardoi, Unnao, Sitapur, Gautam Buddha Nagar, Rampur, Etah
5 to 10 Shahjahanpur, Mahoba, Badaun, Mathura, Firozabad, Bulandshahar, Jhansi, Gorakhpur, Saharanpur, Bijnaur, Aligarh, Muzzaffarnagar
10 to 20 Moradabad, Bareily, Allahabad, Varanasi, Meerut, Agra, Ghaziabad
>20 Lucknow, Kanpur Nagar
Table 4.5 (b) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI AT DISTRICT LEVEL –
URBAN
DPI Districts
<50
Bahraich, Shrawasti, Kushinagar, Pratapgarh, Siddhart Nagar, Baghpat, Maharajganj, Balrampur, Sant Kabir Nagar, Ramabai Nagar, Chitrakoot, Lalitpur, Mainpuri, Auraiyya, Chandauli, Deoria, Hamirpur, Kaushambi, Sant Ravidas Nagar, JP Nagar, Shahjahanpur, Mahoba, Ghazipur, Pilibhit
50 - 100 Gonda, Fatehpur, Basti, Banda, Firozabad, Kannauj, Etah, Ambedkar Nagar, Jalaun, Sultanpur, Mirzapur, Barabanki, Raibareily, Varanasi, Sonabhadra, Badaun, Mau, Balia, Faizabad, Azamgarh
100 - 150 Farukkabad, Unnao, Etawah, Hardoi, Jaunpur, Rampur, sitapur, Hathras, Moradabad
>150 Kheeri, Mathura, Jhansi, Saharanpur, Bijnaur, Aligarh, Bareily, Bulandshahar, Gorakhpur, Muzaffarnagar, Allahabad, Meerut, Agra, Gautam Buddha Nagar, Kanpur Nagar, Ghaziabad, Lucknow
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Table 4.5 (c) HIERARCHY OF GROUP OF SETTLEMENTS BY POP & DPI AT DIST. LEVEL – URBAN
Population (lakh)
DPI
<50 50-100 100-150 >150
<5
Bahraich, Shrawasti, Kushinagar, Pratapgarh, Siddhart Nagar, Baghpat, Maharjganj, Balrampur, Sant Kabir Nagar, Ramabai Nagar, Chitrakoot, lalitpur, Mainpuri, Auraiyya, Chandauli, Deoria, Hanirpur, Kaushambi, Sant Ravidas Nagar, JP Nagar, Ghazipur, Pilibhit
Gonda, Fatehpur, Basti, Banda, Kannauj, etah, Ambedkar Nagar, Jalaun, Sultanpur, Mirzapur, Barabanki, Raibareily, Sonabhadra, Mau, Balia, Faizabad, Azamgarh
Farukkabad, Unnao, Etawah, Hardoi, Jaunpur, rampur, Sitapur,Hathras,
Kheeri, Gautam Buddha Nagar
5 to 10 Shahjahanpur, Mahoba Firozabad, Badaun -
Mathura, Jhansi, Saharanpur, Bijnaur, Aligarh, Bulandshahar, Grakhpur, Muzzaffarnagar
10 to 20 - Varanasi Moradabad
Bareily, Allahabad, Meerut, Agra, Ghaziabad
>20 - - - Lucknow, Kanpur Nagar
A distinct comparison can be drawn with above analysis with hierarchy of settlements with
population & DPI standalone vis-à-vis DPI with population of settlements at the District
Level. The higher order Districts observed are Kheeri, Gautam Buddha Nagar, Mathura,
Jhansi, Saharanpur, Bijnaur, Aligarh, Bulandshahar, Grakhpur, Muzzaffarnagar, Bareily,
Allahabad, Meerut, Agra, Ghaziabad, Lucknow & Kanpur Nagar. Similarly, lower order
Distrcuts observed are Bahraich, Shrawasti, Kushinagar, Pratapgarh, Siddhart Nagar,
Baghpat, Maharjganj, Balrampur, Sant Kabir Nagar, Ramabai Nagar, Chitrakoot, lalitpur,
Mainpuri, Auraiyya, Chandauli, Deoria, Hanirpur, Kaushambi, Sant Ravidas Nagar, JP
Nagar, Ghazipur, Pilibhit, Shahjahanpur & Mahoba. The other districts fall in the middle
range.
4.3. STRATEGIC CORE NETWORK - APPROACH
4.3.1. Vision Statement for Strategic Core Road Network
The strategy to be adopted for identification of Strategic Core Network has been addressed
through comprehensive transportation planning principles keeping in view the objectives of
the State and its economic potential. This network will be a minimum need for aiding fast
and safe mobility of goods and people for the sustainable economic development of the
State of Uttar Pradesh.
The road network of Uttar Pradesh will be developed by the year 2031 to provide a well-
developed hierarchy of primary and secondary roads, with surface free from potholes,
having good riding quality, lessened congestion, involving private sector in implementation
of construction and maintenance to serve majority of towns and villages, road connecting all
habitation of more than 250 in the line with the guidelines of Govt. of India. The road system
will complement other modes of transport and will provide economic, fuel efficient, safe and
quick means of transport. The technology of road construction and maintenance will
maximise the use of local available materials and shall not affect the environment and fully
comply with land acquisition and rehabilitation and resettlement policy of Government.
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The abridged form the Statement shall be read as ‘Development and Expansion of
Strategic Road Network through robust, safe and sustainable models of Planning,
Design and Implementation to aid rapid & safe mobility of goods and passengers
connecting agriculture, industrial, tourism and other economically potential areas’.
Benefits:
- Enhanced connectivity to agriculture centers and industries
- Better Connectivity to Tourism centers
- Greater economic activity and employment opportunity
- Create value for money of public investment
- Control mechanisms to minimise delays and efficient traffic operation
- Reduction of traffic accidents fatalities and injuries
- Achieve highest maintenance standards
- Efficient integration facilities with rail and air corridors
- Prioritise up-gradation of higher order roads and exploit PPP potential
4.3.2. Approach
The approach followed on identification of strategic core road network in the State has been
recognised with two fold strategy giving due considerations to sizeable traffic movement as
potential on major travel corridors and economic demand drivers in the State.
The methodology for screening process adopted by the consultants was based on the
similar experience of various Strategic Options Studies convened by the State of Haryana,
Punjab and Karnataka. The weightage index adopted depends on the type of study being
convened i.e. strategic options for major highway development program, category wise
analysis and feasibility aspects. The ultimate objective and perspective of this study is to
prepare a master plan and identify a strategic network for the horizon year 2031. The socio-
economic profile of the various states is also different and weightages adopted for various
traffic and economic parameters will vary. The weightages adopted in this study are
suitable for master planning at macro level and includes Development Potential Index
computed by the consultants for all sectors of economy with settlement hierarchy. This was
also envisaged in the report on ‘Technical Assistance for Implementation of Institutional
Reforms in the Road Sector of Uttar Pradesh’ convened by UPPWD.
4.3.2.1. Part I – Identify Minimum Set of Core Network Links
Various attributes adopted for identifying the minimum core network length was based on
mainly and firstly, on traffic demand analysis and its forecast achieved through robust
transport planning process by development and operationalisation of travel demand model
and its forecast and validation procedures through distinct stages. This analysis has been
presented in detail in earlier submissions.
The economic parameters considered were from Agriculture locations, Industrial Centres,
Tourist Centres etc. The development potential indices evaluated for the state is an
important indicator infrastructure available in various urban and rural settlements. This
exercise has been done in detail and presented in various submissions with detailed
discussions and approval. The important parameters of traffic demand and economic
drivers were then supplemented with the per capita availability of National highways, State
Highways, Major District Roads and Other District Roads in the State. This matrix was
further supplemented by important social and environmental parameters to include the
sensitive locations in the Strategic Core Network.
4.3.2.2. Network Screening
This is an important phase of network identification to sieve the network based on traffic
demand and economic demand drivers. This analysis will give us the minimum set of core
network links.
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- Traffic: The parameters adopted were ADT and share of commercial vehicles including
road capacity utilisation (V/C Ratio)
- Economic and Demand Drivers: The parameters chosen were Development Potential
Index (DPI), Location of Agriculture and Industrial Centers, Tourism locations, Urban
and Administrative Centers
- Connectivity Indices: Per capita availability of NH and SH; MDR and ODR
- Social: % SC/ST Population, BPL population
- Per capita availability of hospitals, schools and colleges
4.3.2.3. Part II – Identify Final Set of Core Network Links
In this part the evaluation of various scenarios has been taken up and the matrix has been
prepared for each scenario with the following parameters:
- Lengths of NH, SH, NDR and ODR
- Connectivity of major links with Agriculture Centers, Quarries, Tourism Centers, Wildlife
Sanctuary
- All selected roads in Part I of the process and all 6 lane roads.
Finally, the final set of core network links has been identified based on;
- Coverage of all the selected parameters in various different scenarios
- Finalise the scenario based on maximum coverage
- Combine the common network from various analysed options with best network to
produce a composite network
- Plot the composite network
- Next step was to identify judiciously, gaps in the composite network in terms of
contiguity, connectivity to unconnected nodes.
- Finally, core network has been finalise by adding the above additional links to the
composite network.
The methodology is explained in flow chart presented in Figure 4.4 below.
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Fig 4.4: APPROACH METHODOLOGY TOWARDS IDENTIFICATION OF CORE NETWORK
Core Network Identification
Prepare Base Network Link File
Attributes - Traffic Volume - Economic Parameters – Agricultural
Mandi’s, Industrial Centers, Tourist Centers
- Development Potential Index (DPI) - Availability of NH, SH, MDR, ODR per
capita - Environmental Parameters - Social Parameters
Screening of Network
Identify Screening Parameters
Traffic Economic &
Demand
Drivers
Connectivity &
Network
Availability
Environment Social
Average Daily Traffic (ADT) Share of Commercial Vehicles V/C Ratio
Settlement
Performance
Index (DPI)
Agricultural &
Industrial Centers
Tourist Center
Urban Centre
Administrative
Centre
Per capita
availability of NH
and SH
Per capita
availability of MDR
and ODR
%age of Wildlife
Areas
%age of Forest
Reserve Areas
%age of SC/ST
population
%age of BPL
population
Per capita
availability of:
Hospitals
Schools
Colleges
Assign Weights to Parameters under different Scenarios
Calculate Individual Link Score under different Scenarios
Rank the Network Links and identify first set of Network Links
based on a Threshold Value
Identify Common Set of Links in all Scenarios
This Analysis shall give the Minimum Set of Core Network Links
PART I –
Identify
Minimum Set of
Core Network
Links
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4.4. SCREENING OF NETWORK
4.4.1. Introduction
Network screening is process which aims to identify important road links within the road
system based on transport demand, infrastructure shortfall, connectivity, economic
prioritization that will enable safe and efficient road usage connect all important growth
centres and meet the developmental objectives of the state. A detailed analysis has been
carried based on finalised screening parameters to identify potential road network links.
Core Network Identification PART II – Identify
Final Set of Core
Network Links Evaluation of Different Scenarios
Prepare Matrix for each Scenario –
Satisfying following Parameters
Evaluation Parameters
- Length of NH, SH, MDR and ODR
- Connectivity with Major Links – Industrial Centers,
Agricultural Centers, Quarries, Tourist Centers,
Wildlife Sanctuary
- All selected and 6 lane roads
Compare Coverage of all the Parameters
in different Scenarios
Finalize the Scenario based on the
Maximum Coverage
Combine Common Network and Best
Feasible Scenario to form Composite
Network
Plotting Of Composite Network
Identify the Gaps in Composite Network
in terms of Contiguity, Connectivity to
Unconnected Nodes etc.
Finalize the Core Network by adding
Additional Links to the Composite
Network
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2.3.2 Network Screening Parameters
The network has been screened based on the following parameters:
1. Traffic considerations
2. Economic criteria
3. Connectivity considerations
4. Environment criteria
5. Social criteria
4.4.1.1. Traffic Considerations
Traffic demand is an important dimension of assessing overall impacts of development.
Traffic congestion results in number of problems that includes economic costs, pollution,
accidents etc. As a result traffic analysis is a common planning tool to foresee demands on
the transportation network and mitigate negative impacts. In the screening process traffic
demand is one of the most important parameter in identifying the potential transport
network. The measures considered of each of the traffic considerations parameters are:
- Average Daily Traffic (PCU/Vehicles per day)
- Share of Commercial Vehicles (% of commercial traffic)
- Level of Service ( V/C Ratio)
The above parameters are the subset of traffic and will help in demarcating potential traffic
generating links.
4.4.1.2. Economic Criteria
Improvements to transportation network tend to have an impact on economy of the region.
An improvement to a link in the network will confer economic benefits to the region. In
identifying core network links our priority is to connect growth and administrative centres.
The measures considered for each of the economic criteria parameters are as given below:
- Agricultural and Industrial Growth Centres (Number of such centres)
- Tourist Centres (Number of such centres)
- Urban Centres (number of such centres)
- Administrative Centre (number of such centres)
- Settlement Performance Index (DPI value)
4.4.1.3. Connectivity Considerations
Road connectivity is considered as backbone for socio economic development of a region.
An improved connectivity and accessibility to major growth and rural centres is an important
factor in economic development of a region. The core network plan aims to promote
accessibility and connectivity to most of the important centres in the region. The measures
considered for connectivity considerations parameters are the Per Capita Network
availability for NH/SH/MDR/ODR (length of network availability per capita).
4.4.1.4. Environment Criteria
The main aim of the core network identification is to identify safe and efficient network
within the framework of sustainable development. The road network identified shall support
the economic growth, social progress and at the same time respect the environmental
quality of the region. The consultants shall put in best efforts to integrate environmental
issues in the core road network plan. The measures for environment criteria parameters
identified are:
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- Wildlife areas availability (Percentage of Wildlife areas)
- Forest Reserve Areas availability (Percentage of Forest Reserve Areas)
4.4.1.5. Social Criteria
Road network contributes significantly to the socio-economic development of the region and
has a positive impact on backward areas, areas with less/inadequate infrastructure
facilities. The core network shall bring positive economic development for these areas and
result in relatively greater improvement in their living standards as compared to other parts.
The measures considered for social criteria parameters are:
- SC/ST population (Percentage of SC/ST population)
- BPL population (Percentage of SC/ST population)
- Access to hospitals (Per capita availability of hospitals)
- Access to educational centres (Per capita availability of educational centres)
- Access to religious places (Per capita availability of religious places)
The network attributes compiled at district level is attached as Annexure B-4.1. The base
map of road network of UP State is presented as Figure 4.5.
4.4.2. Scoring of Network Links
4.4.2.1. Introduction
Scoring method will allow the roads link to be prioritized according to defined attributes and
structured scoring process. The approach adopted is to score network links against list of
identified parameters with weights assigned to each attribute. The score calculated is the
composite score of all the weighted attributes. The links are ranked based on the composite
score calculated for each link.
4.4.2.2. Weighting of Parameters
Weight assignment reflects the importance of parameters for the purpose of proposed
activity and emphasizes the decision making. Different weights have been assigned to
parameters in four different scenarios so as to take into account importance of each
parameter and assess different perspectives. In all, these four scenarios have been
formulated and tested. The first and second scenario focuses on the traffic demand aspect
while in the third and fourth scenario, higher weightings are assigned through economic
criteria and connectivity considerations. Environment and Social aspects have been
assigned same weights in all the scenarios keeping in view the importance of sustainability.
The attributes identified for network screening has already been discussed in previous
section. The weight assigned to each of the attribute under different scenarios is presented
in Table 4.6 below:
Table 4.6 ASSIGNED WEIGHTS TO PARAMETERS
Parameters
Weightages
Scenario I Scenario
II Scenario III Scenario IV
Traffic considerations 60 50 40 20
Economic criteria 10 15 20 30
Connectivity considerations 10 15 20 30
Environment criteria 10 10 10 10
Social criteria 10 10 10 10
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Weightages assigned to each of the individual measures of parameter is given in Table 4.7.
Table 4.7 ASSIGNED WEIGHTS TO INDIVIDUAL MEASURES OF PARAMETERS
PARAMETERS WEIGHTAGES
Traffic considerations
ADT
< 3000 PCU
3000 - 5000 PCU
>5000 PCU
60%
20%
30%
50%
Share of Commercial Vehicles 10%
V/C Ratio 30%
Economic criteria
Settlement Performance Index (DPI) 40%
Agricultural & Industrial Centers 30%
No. of Tourist Centre 15%
No. of Urban Centre 7.5%
Administrative Centre 7.5%
Connectivity considerations
Per capita availability of NH and SH
Per capita availability of MDR and ODR
60%
40%
Environment criteria
%age of Wildlife areas 50%
%age of Forest reserve areas 50%
Social criteria
Percentage of:
SC/ST population
BPL population
20%
20%
Per capita availability of:
Hospitals
Schools
Colleges
20%
20%
20%
Individual composite link scores were calculated based on assigned weights taking into
account the normalisation process. Road Links were ranked according to composite score
(highest score being ranked as no.1).
4.5. INITIAL CORE NETWORK IDENTIFICATION
The process of identifying the initial core network in all the four scenarios involved arranging
the links in descending order based on their scores. The cumulative length of the road links
was computed starting from Rank 1 link. Once the cumulative length attains a value of pre-
decided threshold value of core network length all the links comprising the link set within
that value is considered to be initial set of core network. This procedure has been done for
all four scenarios and link sets are identified.
It may be noted that UP state has a total network length of 1.75 lakh km out of which NH,
SH, MDR and ODR comprise more than 55,000 km of length. The threshold value for initial
identification of core network is set initially at 15000 km (excluding the National Highways)
of cumulative length based on discussions with the State PWD officials. Accordingly, as per
the process described above the initial core network link set in all the four scenarios was
identified.
4.5.1. Identification of Common set of Network links
After identifying the initial set of core network links in all four scenarios the next step is to
identify common set of links appearing in all four scenarios. This common link set will be
considered as minimum core network required for the region. To strengthen the core
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network in terms of connectivity and continuity, links identified in all four scenarios will be
evaluated based on certain attributes to form a composite network that satisfies maximum
criteria. The final core network link identification process is explained in subsequent
chapter.
4.6. CORE NETWORK EVALUATION
4.6.1. Introduction
The key objective of core network is to provide a minimum network that will allow all round
and continuous mobility catering to sizeable inter-regional traffic, enable safe and efficient
road usage, link all important economic growth centres and areas of strategic importance,
enable geographical reach, connect backward areas, meet the developmental objectives of
the state and is environmentally sustainable. The core road network has to be maintained
at all times as it influences the economic and social development of the State.
4.6.2. Evaluation of Alternative Scenarios
4.6.2.1. Evaluation Criteria
A detailed assessment of the alternative scenarios was carried out based on the criteria
listed below. It may be noted that while in all the four scenarios the initial core network
length is nearly same around 15,000 km the scenarios are varying in terms of their network
hierarchy, namely NH, SH, MDR and ODR as a result of different weights in different
scenarios as described earlier. In order to identify the final core network different criteria
were developed keeping in view the vision and the basic function of the core network. The
criteria identified are as under:
1. Length of National Highways
2. Length of State Highways
3. Length of Major District Roads
4. Length of Other District Roads
5. Connectivity with Major Links:
- Industrial Centres
- Agricultural Mandi’s
- Quarries
- Tourist Centres
- Wildlife Sanctuary
- Urban Centres and Administrative Centres
6. Connect all 4 and 6 lane roads
4.6.2.2. Evaluation of Scenarios
The alternate scenarios have been evaluated based on their ability of the respective
scenario to address all the parameters and the scenarios which provides maximum
coverage vis-a-vis the others is finally selected as the scenario for core network
identification. Table 4.8 below presents the results on the evaluation of scenarios.
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Table 4.8 EVALUATION OF SCENARIOS
Parameters Total
SC-1 SC-2 SC-3 SC-4 Common Network
Length % Length % Lengt
h %
Length
% Length %
NH (km) 7737 6162 80% 6135 79% 5623 73% 2631 34% 5204 67%
SH (km) 7354 4338 59% 3585 49% 3197 43% 2478 34% 3013 41%
MDR (km) 7208 1220 17% 1328 18% 1334 19% 1841 26% 915 13%
ODR (km) 32838 3067 9% 4245 13% 5133 16% 8335 25% 2481 8%
Total Length (km) 51242 14787 29% 15293 30% 15287 30% 15285 30% 11613 23%
Connectivity to District Centers with Major Links
Total Nos. % Nos. % Nos. % Nos. % Nos. %
Connectivity with Major Nodes
Industrial Centers 94 59 63% 55 59% 57 61% 20 21% 33 35%
Agricultural Centers 205 136 66% 100 49% 103 50% 60 29% 44 21%
Quarries 32 14 44% 19 59% 18 56% 11 34% 13 41%
Tourist/Pilgrims 133 45 34% 41 31% 42 32% 24 18% 38 29%
Wild Life Sanctuaries 25 16 64% 16 64% 15 60% 8 32% 11 44%
Total Facilities (Nos.) 489 270 55% 231 47% 235 48% 123 25% 139 28%
All selected 4 & 6 lane roads (km)
3057 2148 70% 2089 68% 2017 66% 806 26% 1986 65%
It can be observed from the matrix that out of all the four scenarios Option I cater to the
maximum parameters as reflected by percentage share of coverage. It can be observed
that the connectivity to majority of important nodes is the maximum in Scenario I.
Scenario I also links / connects majority of proposed 4 and 6 lane roads in the network.
Looking at the holistic picture it can be stated that of all the scenarios, Scenario I satisfies
maximum attributes and is the best suited option. These scenarios were then superimposed
on GIS to identify the additional links needed for the core network.
4.6.3. Identification of Additional Links
It was observed that while Scenario I would cater to maximum traffic and connect major
economic growth centres but will not completely address all the parameters within the
region. Hence, it is necessary to further strengthen the network so as to meet all the
objectives of core network. Additional links have been identified with a view to maintain the
continuity of movement, connectivity between the links, connectivity to all economic growth
centres, access to all major traffic generating corridors, connectivity to backward areas
etc. Hence the core network identified in Scenario 1 was further enhanced by identifying
additional links to satisfy the above mentioned aspects.
During the process of finalisation and analysis of core network, the ODRs identified from
the screening process were of shorter lengths and were not reflecting the connectivity to
major economic centers. Therefore, it was decided to keep only those ODR from this
analysis having a considerable length and connectivity with main highways and economic
centers. Therefore, ODR for core road inclusion were selected to establish gaps and
achieve 100% & last mile connectivity with agriculture, industrial, tourism locations etc.
4.6.4. Initial Strategic Core Network
A composite initial core network was developed by combining the road network of
Scenario (I) and the additional network links identified. The proposed final core network of
22,888 km includes all the National Highways (100%), State Highways (98%), MDR (56%)
and ODR (10%).
The summary of proposed initial core network and its evaluation is given in Table 4.9.
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Table 4.9 SUMMARY OF INITIAL STRATEGIC CORE NETWORK
Parameters Total
Final Core Network (SC1+Additional Links)
Length %
NH (km) 7737 7737 100%
SH (km) 7354 7229 98%
MDR (km) 7208 4068 56%
ODR (km) 32838 3254 10%
Total Length (km) 55137 22288 40%
Connectivity with Major Nodes Total Total %
Industrial Centers 94 94 100
Agricultural Centers 205 205 100
Quarries 32 32 100
Tourist/Pilgrims 133 133 100
Wild Life Sanctuaries 25 25 100
Total Facilities (Nos.) 489 489 100
All selected 4 & 6 lane roads (km) 3057 3057 100
The Initial proposed Core Network was presented to UPPWD and GoUP and it was felt by
all to increase the weightage of traffic components by 5% for recommended Option-I and
re-work the screening process to facilitate inclusion of major traffic carrying potential
corridors in the core network from the ambit of SH and MDR.
It was also discussed and agreed that environmental measures have been overlooked
since it means connecting more roads with forest areas where higher area under forest are
available. Therefore, it was decided that environmental criteria may be dropped in view of
the importance of core network development. The composite length of MDR category was
also not satisfactory and needed a re-assessment in the screening process. The option I
was re-worked by the consultants with above mentioned and agreed changes in
weightage’s.
The finalised and agreed weightage adopted for various parameters and sub-weightages
for individual parameters is summarised below in Table 4.10.
Table 4.10 ASSIGNED WEIGHTS TO PARAMETERS – REVISED & FINAL
PARAMETERS Weight (%)
OVERALL SHARE
Traffic considerations 65
Economic criteria 15
Connectivity considerations 15
Social criteria 5
SUB-PARAMETERS Weight (%)
Traffic considerations
ADT
< 3000 PCU
3000 - 5000 PCU
>5000 PCU
60%
20%
30%
50%
65%
7.80%
11.70%
19.50%
Share of Commercial Vehicles 30% 19.50%
V/C Ratio 10% 6.50%
Economic criteria 15%
Settlement Performance Index (DPI) 40% 6.00%
Agricultural & Industrial Centers 30% 4.50%
No. of Tourist Centre 15% 2.25%
No. of Urban Centre 7.5% 1.13%
Administrative Centre 7.5% 1.13%
Connectivity considerations 15%
Per capita availability of NH and SH
Per capita availability of MDR and
ODR
60%
40%
9.00%
6.00%
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Social criteria 5%
Percentage of:
SC/ST population
BPL population
20%
20%
1.00%
1.00%
Per capita availability of:
Hospitals
Schools
Colleges
20%
20%
20%
1.00%
1.00%
1.00%
4.6.4.1. Screening process steps:
i. Traffic parameters were compiled link wise based on transport demand for year 2031
and rest of the parameters i.e. economic, connectivity and social criteria were compiled
at district level. Once the compilation was done at link and district level, data was
normalised to a scale of 10 based on observed and maximum value observed in the
range.
ii. The normalised data for each link was further multiplied with weights for each individual
parameter to obtain the composite score for each link.
iii. The individual scores of all the parameters were aggregated and summed for each link
to compute total score of the particular link.
iv. Links were then ranked according to highest to lowest score across the database.
v. Cumulative distances were computed for this sorted database links.
vi. In order to identify the final core network length the cut off length was evaluated
between 25,000 km and 32,000 km. The network was plotted on the GIS platform to
observe the accessibility and connectivity like Industrial Centres, Agricultural Mandi’s,
Quarries, Tourist Centres and Administrative Centres.
vii. It was observed during the screening process that the enormous length of ODRs
totalling more than 32,000 km in the link data was interfering in the screening process
Composite lengths obtained for Major District Road segments was not satisfactory.
viii. The experts decided to include only those ODRs in the screening process having length
of more than 15 km to qualify and compete with state highways and major district
roads. The combined length of SH and MDR in the State at present is not more than
15000 km. The target of about 22,000 km i.e. 40% of the major roads up to ODR level
will be a minimum core length needed by year 2031.
ix. The range of composite scores observed on National Highways varied between a
composite minimum score of 257 to highest 527. The scores achieved on SH were
between 130 and 348. The scores on MDR varied, between 122 and 304. Therefore, it
was decided to keep a minimum range of 130 for MDRs in line with scoring achieved on
State Highways. With the above screening process,100% NH and SH will be the part
core network and 5761 km will form part of the MDR network, which is appropriate
keeping in view the up-gradation needed in SH and MDR category in coming years.
The summary of ranges achieved on NH, SH & MDR is given in Table 4.11.
Table 4.11 RANGES OF SCORES ACHIEVED FOR SH & MDR CATEGORY
Category Range of Score
High Low
National Highways 527 257
State Highways 130 348
Major District Roads 122 304
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x. The selection of ODR was based on connectivity and accessibility to economic
settlements including the last mile connectivity and obtains contiguity of corridors in the
overall core network plan. A composite length of 3254 km as explained and identified
earlier by the consultants in this category is 10% of the overall length and has been
retained.
4.6.5. Strategic Core Network
A composite final core network has been developed by combining the road network of
Scenario (I) with the revised and finalised weightages and the additional network links
identified for Other District Roads. The proposed final core network of 24,095 km includes
all the National Highways (100%), State Highways (100%), MDR (80%) and ODR (10%).
The final core network identified has the following attributes:
- Has sufficient capacity to accommodate prevailing traffic
- Links UP with adjacent states or neighbouring countries with a view to provide external
economic linkages
- Connects all major urban and administrative centres
- Connects major industrial nodes, agricultural mandi, tourist centres and
- Connects remote/backward areas
- Includes all major freight corridors as commercial traffic is a major regional road user
benefiting the state economically
The summary of proposed core network and its evaluation is given in Table 4.12 and
pictorially presented in Figure 4.6 plot. The list and lengths of finalised core road network
for SH, MDR and ODR category are presented in Annexures B-4.2 to 4.4 and the scoring
achieved on SH and MDR category is presented in Table 4.13.
Table 4.12 SUMMARY OF FINAL CORE NETWORK
CATEGORY / HIERARCHY Total Length
(km)
Core Network Length
km %
National Highways 7,550 7,550 100%
State Highways 7,530 7,530 100%
Major District Roads 7,208 5,761 80%
Other District Roads 32,838 3,254 10%
Total 55,126 24,095 44%
CONNECTIVITY WITH MAJOR NODES Locations % Connectivity
Industrial Centers 94 100%
Agricultural Centers 205 100%
Quarries 32 100%
Tourist/Pilgrims 133 100%
Wild Life Sanctuaries 25 100%
Total Facilities (Nos.) 489 100%
All selected 4 & 6 lane roads (km) 3057 100%
Tale 4.13 SCORING ACHIEVED ON SH & MDR
SN Road name CAT District Length
(km) Score range
(A) STATE HIGHWAYS
1 KOKHRAJ TO HANDIA (OLD PORTION OF NH-2)
SH-8 KAUSHAMBI,ALLAHABAD 81 203-276
2 ETAH TUNDLA ROAD SH-31 FIROZABAD,ETAH 58 147-194
3 PANIPAT KHATIMA ROAD SH-12 MUZAFFAR NAGAR,BIJNOR 153 181-221
4 PILIBHIT PURANPUR LAKHIMPUR BALRAMPUR BASTI ROAD
SH-26 BALRAMPUR, SIDDHARTH NAGAR, BASTI
102 131-188
5 TIHRI PAUDHI RAMNAGAR MORADABAD ROAD
SH-41 MORADABAD 44 204-235
6 VARANASI BHADOHI ROAD SH-87 VARANASI, ST. RAVIDAS NAGAR 61 138-171
7 BAHRAICH BHINGA CHAUDHARIDEEH ROAD
SH-96A BAHRAICH, SHRAWASTI 39 152-162
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SN Road name CAT District Length
(km) Score range
8 SONAULI NAUTANWA GORAKHPUR BALLIA ROAD
SH-1 GORAKHPUR,DEORIA,BALLIA 156 163-348
9 AGRA BAH KACHAURAGHAT ROAD
SH-62 AGRA 71 207-248
10 MORADABAD HARIDWAR DEHRADOON ROAD
SH-49 MORADABAD,BIJNOR 63 213-251
11 GORAKHPUR MAHARAJGANJ ROAD
SH-81 GORAKHPUR, MAHARAJGANJ 33 139-191
12 MEERUT BULANDSHAHR BADAUN ROAD
SH-18 BULANDSHAHR, BADAUN 112 164-270
13 JALAUN BHIND ROAD SH-70 JALAUN 31 150-153
14 LUCKNOW GORAKHPUR ROAD VIA BADHALGANJ (RAM JANKI ROAD)
SH-72 BASTI,ST. KABIR NAGAR, GORAKHPUR, DEORIA
191 147-170
15 HAMIRPUR RATH GURSAHAYGANJ JHANSI ROAD
SH-42 HAMIRPUR, JHANSI 168 218-248
16 LUCKNOW - MOHAN - NANAMAU - BELA ETAWAH
SH-40 LUCKNOW, UNNAO, KANPUR, RAMABAI NAGAR, AURAIYA
164 173-223
17 PILIBHIT BAREILLY BHARATPUR ROAD
SH-33 BAREILLY,BADAUN,KANSHIRAM NAGAR,MAHAMAYA NAGAR,MATHURA
234 144-228
18 PALWAL TAAPAL ALIGARH STATE HIGHWAY
SH-22A ALIGARH 65 155-192
19 UNNAO KANPUR ROAD SH-58 UNNAO 16 189-217
20 FATEHPUR BABERU ATARRA NARAINI ROAD
SH-71 FATEHPUR,BANDA 117 160-219
21 DELHI HARIDWAR ROAD (MEERUT CITY PORTION)
SH-45 MEERUT 13 190-221
22 GARHMUKTESHWAR MEERUT BAGHAPAT SONIPAT ROAD
SH-14 GHAZIABAD,MEERUT,BAGHAPAT 96 152-187
23 DELHI KANPUR ROAD SH-22 GHAZIABAD 5 163-165
24 MUZAFFARNAGAR JANSATH MIRAPUR ROAD
SH-12A MUZAFFARNAGAR 29 203-221
25 MUZAFFARNAGAR SAHARANPUR ROAD
SH-59 MUZAFFARNAGAR,SAHARANPUR 54 172-212
26 PUKHRAYA GHATAMPUR BINDAKI ROAD
SH-46 KANPUR DEHAT,KANPUR,FATEHPUR
83 169-218
27 PALIYA SHAHJAHANPUR LUCKNOW ROAD
SH-25 LAKHIMPUR KHIRI,SHAHJAHANPUR,HARDOI,LUCKNOW
266 167-226
28 BILARAYA PANWARI MARG SH-21
LAKHIMPUR KHIRI,SITAPUR,HARDOI,KANNAUJ,AURAIYA,JALAUN,HAMIRPUR,MAHOBA
389 147-244
29 SISAIYA DHAURHARA NIGHASAN PALLIA PURANPUR ROAD
SH-101 KHERI 121 182-191
30 BIJNOR CHHAJALAT ROAD SH-76 BIJNOR,MORADABAD 65 185-242
31 ETAH SHIKOHABAD ROAD SH-85 ETAH,FIROZABAD 52 182-207
32 HAMIRPUR KALPI ROAD SH-91 HAMIRPUR,JALAUN 52 146-242
33 GARH SYANA BULANSHER ROAD SH-65 BULANDSHAHAR 37 188-211
34 GOLA SHAHJAHANPUR ROAD SH-93 KHERI,SHAHJAHAN PUR 59 183-198
35 ALLAHABAD GORAKHPUR ROAD SH-7 ALLAHABAD,JAUNPUR 107 170-191
36 BAABATPUR JAMALAPUR ROAD SH-98 VARANASI,JAUNPUR 28 167-176
37 LAKHIMPUR BIJUHA PALLIA DUDHAWA ROAD
SH-90 KHERI 92 193-200
38 HAAMIDPUR KUCHESAR ROAD SH-100 GAUTAMBUDH NAGAR,BULANDSHAHAR,GHAZIABAD
100 150-187
39 MORADABAD CHANDAUSI BADAUN FARRUKHABAD ROAD
SH-43 MORADABAD,BADAUN,SHAHJAHANPUR,FARRUKHABAD
162 149-202
40 FARENDA DHANI NAUGARH ROAD
SH-1A MAHARAJGANJ,SIDDHARTH NAGAR,BALRAMPUR,GONDA
118 130-197
41 BAHRAICH SITAPUR ROAD SH-30B BAHRAICH,SITAPUR 90 146-186
42 ETWAH MAINPURI ROAD SH-83 ETAWAH,MAINPURI 53 194-237
43 LIPULAKE BHIND ROAD SH-29 PILIBHIT,SHAHJAHANPUR,FARRUKHABAD,MAINPURI
224 152-208
44 BADAUN BILSI BAHJOI BIJNOR ROAD
SH-51 BADAUN,MORADABAD,J.P. NAGAR,BIJNOR
211 161-197
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SN Road name CAT District Length
(km) Score range
45 UTRAULA FAIZABAD SULTANPUR ROAD
SH-9 BALRAMPUR,GONDA,FAIZABAD,SULTANPUR
75 130-209
46 LUMBINI BASTI JAUNPUR MIRZAPUR DUDDHI ROAD
SH-5 AMBEDKARNAGAR,JAUNPUR,ST. RAVIDAS NAGAR,MIRZAPUR,SONEBHADRA
241 138-186
47 FATEHGARH GURSAHAIGANJ ROAD
SH-29A FARRUKHABAD ,KANNAUJ,HARDOI 64 150-208
48 NAHTAUR NOORPUR AMROHA JOYA ROAD
SH-77 BIJNOR,J.P. NAGAR 61 172-202
49 ALIGARH RAYA MATHURA ROAD SH-80 ALIGARH 40 154-157
50 BASTI MEDHAWAL KAPTANGANJ TAMKUHI ROAD
SH-64 BASTI,ST. KABIR NAGAR,GORAKHPUR,MAHARAJGANJ,KUSHINAGAR
137 134-175
51 SHIKOHABAD BHOGAON MAINPURI KURAWALI ROAD
SH-84 FIROZABAD,MAINPURI 62 159-219
52 MURATGANJ RAJAPUR MANJHANPUR ROAD
SH-94 KAUSHAMBI 45 169-172
53 MAWANA KHURD TO BEHSUMA (REMAINING PART OF MEERUT PAURI)
SH-47 MEERUT 21 155-192
54 MAYA TANDA ROAD SH-30A FAIZABAD,AMBEDKARNAGAR 34 152-209
55 BILGRAM - MALLAWAN UANNO ALLHABAD MARG
SH-38 HARDOI,UNNAO,RAE BAREILLY 135 186-209
56 CHANDAUSI DEWAI ALIGARH AGRA ROAD
SH-39 AGRA 81 208-221
57 BANDA BABERU KAMASIN RAJAPUR MARG
SH-92 BANDA,CHITRAKOOT 89 176-210
58 CHAUBEPUR BELA ROAD SH-68 KANPUR NAGAR,KANPUR DEHAT 48 178-202
59 SITAPUR BAHRAICH GONDA FAIZABAD ROAD
SH-30 BAHRAICH,GONDA,FAIZABAD,AMBEDKARNAGAR
187 150-212
60 SIKANDARPUR REWATI BERIYA LALGANJ ROAD
SH-1B BALLIA 68 164-167
61 LUCKNOW MANJHIGHAT ROAD SH-36 JAUNPUR,GHAZIPUR,LUCKNOW 70 169-205
62 AZAMGARH DOHRIGHAT ROAD SH-66 AZAMGARH 43 158-162
63 SARAIRANI JAUNPUR ROAD SH-66A AZAMGARH,JAUNPUR 41 159-254
64 NANPARA SHANKARPUR LALPUR FATUAPUR HAJURPUR ROAD
SH-96A SHRAVASTI 16 152-162
65 JIWANATHPUR KANCHANPUR NAUGARH ROAD
SH-97 MIRZAPUR,CHANDAULI 90 162-337
66 BAHRAICH BANDA ROAD SH-13E BARABANKI,RAEBARELI 117 186-203
67 KACCHA ROAD TO CHOUBEPUR VIA KAPSETHI BAABATPUR
SH-98A VARANASI 62 167-178
68 LUCKNOW SULTANPUR AZAMGARH BALLIA MARG
SH-34 SULTANPUR,JAUNPUR,AZAMGARH,MAU,BALLIA
192 157-184
69 AMROHA KAILASA PAKWARA ROAD
SH-78 JYOTIBA PHULE NAGAR 22 156-161
70 GHAZIPUR AZAMGARH ROAD SH-67 GHAZIPUR,MAU,AZAMGARH 55 153-181
71 KANPUR HAMIRPUR SAGAR ROAD
SH-17 KANPUR NAGAR 5 174-260
72 VARANASI ADALAPUR CHUNAR KACHHAWA ROAD
SH-74 VARANASI,MIRZAPUR 47 161-168
73 DUMARIYAGANJ DEURUWA ROAD SH-75 SIDDHARTH NAGAR 41 147-161
74 MAINPURI KURAWALI ROAD SH-84A MAINPURI 18 194-200
75 KHURJA PAHASU CHHATARI ROAD
SH-63 BULANDSHAHAR 35 180-183
76 BANSI MEDHAWAL KHALILABAD ROAD
SH-88 SIDDHARTH NAGAR,SANT KABIR NAGAR
50 140-145
77 DEORIA KASYA PADRAINA ROAD SH-79 DEORIA,KUSHINAGAR 34 159-201
78 BHARATGANJ PRATAPPUR ROAD SH-102 ALLAHABAD 101 171-286
79 CHANDAULI SAKALDEEHA SAIDPUR ROAD
SH-69 CHANDAULI 31 184-228
80 NANPARA SHANKARPUR FATEHPUR ROAD
SH-26A SHRAVASTI 16 150-150
81 GORAKHPUR MAHARAJGANJ ROAD
SH-86 MAHARAJGANJ 30 137-137
82 MANAURI SARAI AKIL KAUSHAMBI ROAD
SH-95 KAUSHAMBI 36 165-167
83 TADIGHAT WARA ROAD SH-99 GHAZIPUR 40 178-182
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SN Road name CAT District Length
(km) Score range
(B) MAJOR DISTRICT ROADS
1 MOHANLALGANJ MAURAWA UNNAO ROAD
MDR-52C LUCKNOW,UNNAO 70 146-248
2 NANAU DADOO MARG MDR-82W ALIGARH 30 142-143
3 KALYANPUR SHIVLI ROAD MDR-78C KANPUR NAGAR,KANPUR DEHAT 40 152-250
4 ARCH GURSRAY MAU RANIPUR ROAD
MDR-31B JHANSI 70 191-198
5 FATEHGARH CCHIBRAMAU ROAD MDR-9W FARRUKHABAD,KANNAUJ 25 174-175
6 SHAHABAD BILARI ROAD MDR-154W RAMPUR,MORADABAD 25 146-165
7 DATIYANA CHANDPUR NOORPUR ROAD
MDR-30W BIJNOR 27 154-171
8 RAMAIPUR-SARH-JAHANABAD ROAD
MDR-82C KANPUR NAGAR 27 154-165
9 HUSAINGANJ HATHGAON AIRAYAN ALLIPUR JOT ROAD
MDR-81C FATEHPUR 48 133-155
10 LAKHIMPUR SHARDAPUR DASHERDHA MARG
MDR-75C KHERI 32 153-163
11 SAMBHAL JOYA ROAD MDR-157W MORADABAD,J.P NAGAR 28 148-151
12 BINDKI LALAULI ROAD MDR-15C FATEHPUR 38 133-155
13 BAAH UDI ROAD MDR-138W AGRA,ETAWAH 34 172-186
14 KAIRANA KHATOULI ROAD MDR-22W MUZAFFARNAGAR 58 139-167
15 GORAKHPUR KHAJNI SIKRIGANJ ROAD
MDR-49E GORAKHPUR 31 130-140
16 KHURJA JEVAR ROAD MDR-70W BULANDSHAHAR,G.B NAGAR 33 158-158
17 SANDILA RASULABAD CHAKALVANSHI ROAD
MDR-31C HARDOI,UNNAO 58 208-225
18 DEORIA HATA ROAD MDR-21E DEORIA,KUSHI NAGAR 30 132-140
19 KULPAHAD NAUGANO MARG MDR-17B MAHOBA 31 168-181
20 GHAZIPUR BALLIA ROAD MDR-167E GHAZIPUR,BALLIA 34 155-197
21 LAKHIMPUR MAIGALGANJ MARG MDR-14C KHERI 47 153-163
22 LALITPUR MAHRONI MARG MDR-30B LALITPUR 37 172-182
23 BASTI MEHSON MAHULI ROAD MDR-93E BASTI,SANT KABIR NAGAR 37 131-137
24 KARNAILGANJ VILSAR NAWABGANJ MARG
MDR-46E GONDA 57 148-153
25 ETAH GANJDUNDWARA ROAD MDR-90W ETAH,KANSHIRAM NAGAR 34 133-137
26 KORAANV DEVGHAT DRAMANDGANJ ROAD
MDR-146E ALLAHABAD 30 144-256
27 BIDHUNA KISHANI ROAD MDR-134W AURAIYYA,ETAWAH,MAINPURI 36 148-196
28 FATEHPUR MUZAFFARABAD KALSIYA ROAD
MDR-121W SAHARANPUR 21 134-157
29 SAHARANPUR NAKUD GANGOH THANA BHAWAN
MDR-147W SAHARANPUR,MUZAFFARNAGAR 69 141-145
30 AKBARPUR KAADIPUR CHANDA PATTI ROAD
MDR-113E SULTANPUR,PRATAPGARH 49 142-153
31 KUNDAH SUJAANGANJ MACCHALISHAHAR MADIYAHU ROAD
MDR-151E JAUNPUR 95 139-140
32 KASYA TAMKUHI ROAD MDR-58E KUSHI NAGAR 30 140-145
33 MUHAMMADABAD MADHUBAN BELLTHRA ROAD
MDR-94E MAU,BALLIA 58 130-133
34 BHEEKHAMPUR DEORIA RUDRAPUR KARKOL ROAD
MDR-152E DEORIA 47 130-136
35 SORAANV PHOOLPUR HANDIYA ROAD
MDR-130E ALLAHABAD 61 144-256
36 HALIYAPUR BELAWAI MARG MDR-66E SULTANPUR 95 150-262
37 KALPI UGWA RATH MARG MDR-19B JALAUN,HAMIRPUR 49 196-202
38 MAHRONI GADORA MADANPU ROAD
MDR-35B LALITPUR 47 172-182
39 BILGRAM SANDI ALLAHGANJ ROAD
MDR-26C HARDOI,SHAHJAHAN PUR 62 146-254
40 MUSKARA MAHOBA CHARKHARI MARG
MDR-15B MAHOBA 50 168-181
41 BIHAR BAGWANTNAGAR BAXER ROAD
MDR-60C UNNAO 23 146-146
42 SAURIKH TIRWA THATHIYA MAKANPUR ROAD
MDR-160W KANNAUJ 50 141-148
43 MEERUT PARIKSHAT AASIFABAD ROAD
MDR-42W MEERUT 30 134-157
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SN Road name CAT District Length
(km) Score range
44 BULANDSHAHAR ANUPSHAHAR DIBAI ROAD
MDR-58W BULANDSHAHAR 58 152-169
45 BANDA - NARAINI - KALINJAR MARG
MDR-11B BANDA 58 238-273
46 BIJNOR NAGLA NAZIBABAD ROAD MDR-93W BIJNOR 39 154-171
47 ETAH ALIGANJ KAYAMGANJ ROAD
MDR-98W FARRUKHABAD,ETAH 69 133-150
48 GONDA UTRAULA MARG MDR-18E GONDA,BALRAMPUR 49 144-151
49 MUSKARA MAUDAHA KAPSA BANDA MARG
MDR-10B HAMIRPUR,MAHOBA 62 195-304
50 AMROHA DHANORA KANTH ROAD MDR-150W J.P NAGAR,MORADABAD 44 145-147
51 BURAHANPUR DEEDARGANJ BARDAH ROAD
MDR-97E AZAMGARH 67 130-240
52 JAHANABAD AMAULI CHANDPUR JAFARGANJ ROAD
MDR-35C FATEHPUR 43 133-155
53 SITAPUR KASTA GOLA MARG MDR-76C KHERI 40 153-163
54 IMILIYA BHIKAMPUR CHAKIYA ROAD
MDR-169E MIRZAPUR 23 155-213
55 AGRA SHAMSHABAD RAJAKHEDA ROAD
MDR-113W AGRA 26 166-178
56 JALAUN KOCH ROAD MDR-27B JALAUN 23 210-214
57 MUGHALSARAI CHAKIA ROAD MDR-65E CHANDAULI 25 194-202
58 KATRA JALALABAD ROAD MDR-5W SHAHJAHAN PUR 35 142-150
59 MAWANA KITHOUR HAPUR ROAD MDR-152W MEERUT 49 134-157
60 KAPTANGANJ HATA GAURI BAZAR RUDRAPUR ROAD
MDR-25E KUSHI NAGAR,DEORIA 58 130-256
61 NOORPUR SYOHARA THAKURDWARA ROAD
MDR-26W BIJNOR,MORADABAD 52 138-157
62 ALIGANJ PATIYALI GANJ DUDWARA SORON MARG
MDR-45W ETAH,KANSHIRAM NAGAR 62 133-137
63 MAU YUSUFPUR ROAD MDR-41E MAU,GHAZIPUR 44 150-153
64 PRATAPGARH JETHWARA LALGOPALGANJ ROAD
MDR-125E PRATAPGARH 42 141-257
65 GULAWATHI SYANA BUGRAASI ROAD
MDR-50W BULANDSHAHAR 18 152-169
66 ALIGARH RAMGHAT ROAD MDR-105W ALIGARH,BULANDSHAHAR 41 134-160
67 BABUL YAKOOBPUR FAFOOND DIBIYAPUR ROAD
MDR-151W AURAIYYA 50 146-153
68 MATHURA GOVERDHAN DEEG ROAD
MDR-94W MATHURA 28 148-172
69 BANI TO MOHANLALGANJ GOSAIGANJ ROAD
MDR-89C LUCKNOW 33 153-262
70 BALLIA GARHAWAR NAGRA VARAULI ROAD
MDR-150E BALLIA 60 136-250
71 SERSA MANAKAPUR SADULLAHNAGAR ROAD
MDR-42E GONDA,BALRAMPUR 64 144-151
72 CHANDRIKA DEVI B.K.T.KUMHRAWA BABAGAN
MDR-90C LUCKNOW 31 153-262
73 BARELLIY BISALPUR ROAD MDR-149W BAREILLY,PILIBHIT 41 132-175
74 DELHOOPUR RANIGANJ PATTI KOHDAUR ROAD
MDR-164E PRATAPGARH 61 141-257
75 MATHURA VRANDAVAN MONT NAUJHEEL ROAD
MDR-123W MATHURA 46 148-172
76 RAMPUR SHAHBAD ROAD MDR-53W RAMPUR 32 147-177
77 GUDHANI BARHAJ RUDRAPUR ROAD
MDR-78E DEORIA 19 130-136
78 BABRALA RAJPURA KESARPUR GAWAN ROAD
MDR-162W BADAUN 24 132-242
79 MURADABAD SAMBHAL BAHJOI ROAD
MDR-69W MORADABAD 31 143-158
80 MENHDAWAL RUDHAULI DUMRIYAGANJ ROAD
MDR-34E SANT KABIR NAGAR,BASTI,SIDDHARTH NAGAR
52 192-226
81 MEERUT BADAUT ROAD MDR-34W MEERUT,BAGPAT 47 134-219
82 SIRSA MEJA KORAANV ROAD MDR-121E ALLAHABAD 32 144-256
83 AZAMGARH MASUT MIRZAPUR BELWAI ROAD
MDR-158E AZAMGARH 55 130-240
84 LALITPUR DEVGARH MARG MDR-39B LALITPUR 32 172-182
85 RAMPUR SWAR BAJPUR ROAD MDR-49W RAMPUR 41 147-177
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SN Road name CAT District Length
(km) Score range
86 DATAGANJ USAHAIT ROAD MDR-25W BADAUN 30 132-242
87 MASAURA AONLA RAMNAGAR ROAD
MDR-37W BAREILLY 30 142-152
88 RATH JALALPUR ROAD MDR-41B HAMIRPUR 37 198-300
89 BENIGANJ SANDILA MARG MDR-27C HARDOI 30 147-151
90 BIJNOR MAWANA MEERUT ROAD MDR-101W BIJNOR,MUZAFFARNAGAR 14 146-158
91 FARRUKHABAD KAYAMGANJ ROAD
MDR-110W FARRUKHABAD 40 133-134
92 KARWI PAHADI RAJAPUR ROAD MDR-26B CHITRAKOOT DHAM 34 149-151
93 BISALPUR PUWAYAN ROAD MDR-62W PILIBHIT,SHAHJAHAN PUR 50 134-229
94 NAZIBABAD VIA NADKAR BUNDAKI ROAD
MDR-161W BIJNOR 21 154-171
95 JALALABAD BARDAH KALIYABAD ROAD
MDR-106E GHAZIPUR 28 148-154
96 SHIKOHABAD BAAH ROAD MDR-77W FIROZABAD,AGRA 30 130-258
97 BARABANKI FATEHPUR MARG MDR-11C BARABANKI 30 169-174
98 TINDWARI MAILANI JASPURA SUMERPUR ROAD
MDR-40B BANDA,HAMIRPUR 60 168-204
99 RASDA NAGARA TURTIPAR ROAD MDR-17E BALLIA 31 136-250
100 LUCKNOW NAGRAM NIGOHA MARG
MDR-91C LUCKNOW 38 153-262
101 BELHA PATTI DHAKVA ROAD MDR-98E PRATAPGARH 45 141-257
102 KARCHHANA KODHARGHAT ROAD
MDR-133E ALLAHABAD 23 144-256
103 SIRSAGANJ KISHANI ROAD MDR-126W FIROZABAD,MAINPURI 58 132-166
104 LUCKNOW KURSI - MAHMUDABAD MARG
MDR-77C LUCKNOW,BARABANKI,SITAPUR 54 160-174
105 PADRAINA KHADDA ROAD MDR-13E KUSHI NAGAR 13 140-145
106 HAIDURGARH RAMSANEHI GHAT MARG
MDR-3C BARABANKI 17 169-174
107 BHITORA SHEESHGARH ROAD MDR-29W BAREILLY 26 142-152
108 KOSI NANDGAON GOVARDHAN SAUNK ROAD
MDR-143W MATHURA 50 148-172
109 KHATOULI MORNA ROAD MDR-18W MUZAFFARNAGAR 35 139-167
110 PURKAZI LUKSAR ROAD MDR-6W MUZAFFARNAGAR 15 139-167
111 SAINYA IRADATNAGAR SHAMSHABAD ROAD
MDR-130W AGRA 39 166-178
112 MUZAFFARNAGAR THANA BHAWAN ROAD
MDR-10W MUZAFFARNAGAR 28 139-167
113 BAKEWAR BHARTHNA BIDHUNA ROAD
MDR-142W ETAWAH 38 184-191
114 KHAJNI MAALHANPUR DASHVATPUR ROAD
MDR-163E GORAKHPUR 35 130-140
115 NANPARA SANKARPUR LALPUR RAJAPUR HUJURPUR ROAD
MDR-165E BAHRAICH,SHRAVASTI 59 222-237
116 MORADABAD TANDA DADIYAAL ROAD
MDR-65W MORADABAD,RAMPUR 24 139-151
117 ETAUJA MAHONA KUMHARAWA KURSI DEVA CHINHAT ROAD
MDR-88C LUCKNOW,BARABANKI 51 155-176
118 CHITWAMAU ERWA ROAD MDR-13W KANNAUJ,AURAIYYA 31 142-153
119 KOTAWALI NAHATAUR ROAD MDR-85W BIJNOR 12 154-171
120 BISAULI KACCHALA KASGANJ ROAD
MDR-61W BADAUN 42 132-242
121 SAIDPUR CHIRAIYAKOT ROAD MDR-166E GHAZIPUR 28 148-154
122 KIRAWALI KAGARAUL KHERAGARH SAINYA ROAD
MDR-127W AGRA 37 166-178
123 SADABAD JALESAR AWAAGARH ROAD
MDR-106W MAHAMAYA NAGAR,ETAH 47 130-169
124 MATHURA SADABAD MARG MDR-102W MATHURA,MAHAMAYA NAGAR 40 150-213
125 MODINAGAR HAPUR ROAD MDR-148W GHAZIABAD 22 137-140
126 DASNA DHOLANA GULAWATI ROAD
MDR-155W GHAZIABAD 27 137-140
127 KASGANJ ATRAULI ROAD MDR-86W KANSHIRAM NAGAR,ALIGARH 46 138-140
128 BUDAUN DATAGANJ ROAD MDR-74W BADAUN 26 132-242
129 ROBERTSGANJ PANNUGARH KHALIYARI ROAD
MDR-160E SONBHADRA 48 146-148
130 MUBARKPUR JIYANPUR BILRIYAGANJ MAHARAJGANJ
MDR-90E AZAMGARH 34 130-240
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SN Road name CAT District Length
(km) Score range
ROAD
131 SIKANDRA JHIJHAK RASOOLABAD ROAD
MDR-47C KANPUR DEHAT 41 167-281
132 MURDHWA MYORPUR BABHANI ROAD
MDR-77E SONBHADRA 37 146-148
133 LAKHIMPUR MOHAMMADI MARG MDR-86C KHERI 44 153-163
134 PADRAINA KUBERSTHAN TURKPATTI ROAD
MDR-161E KUSHI NAGAR 25 140-145
135 MEJA KODHARGHAT KHERI ROAD MDR-162E ALLAHABAD 36 144-256
136 NANAUTA DEVBAND MANGLORE ROAD
MDR-2W SAHARANPUR 35 134-157
137 BILHAUR MAKANPUR VISHDHAN RASOOLABAD
MDR-85C KANPUR NAGAR,KANPUR DEHAT 42 152-250
138 SIRATHU SARAI AKIL ROAD MDR-145E KAUSHAMBI 39 136-136
139 BILASPUR MILAK JANAM SWAR ROAD
MDR-153W RAMPUR 26 147-177
140 LALGANJ KALAKAANKAR ROAD MDR-102E PRATAPGARH 40 141-257
141 JIWLI DEVGAON MEHNAJPUR AUDIHAR ROAD
MDR-153E AZAMGARH,GHAZIPUR 51 145-239
142 BULANDSHAHAR GARH MUKTESHWAR ROAD
MDR-117W GHAZIABAD 14 137-140
143 CHHATA SHERAGARH BAJNA GOMAT MARG
MDR-139W MATHURA 34 148-172
144 HARDOI PIHANI CHAPARTALA MARG
MDR-43C HARDOI 43 147-151
145 PALLIA DUDHWA CHANDAN CHOWKI MARG
MDR-6C KHERI 15 153-163
4.7. IDENTIFICATION OF MAJOR TRAVEL CORRIDORS
The traffic assignment obtained from the transport demand model exercise was plotted on
the core network to identify major traffic carrying potential corridors composite of
homogenous sections of SH, MDR and ODR.
i. The assigned volumes by year 2031 were plotted in the 4 ranges of 0 - 10,000 PCU,
10,000 - 20000, 20,000 - 30,000 PCU & 30,000 PCU upwards.
ii. Homogeneous sections connecting major economic centres across the State on the
entire core network were identified.
iii. 45 Primary Core Network Corridors were identified from this exercise totalling 6474
km, which is 12% of the overall length and 27% of the core network length
recommended for consideration and implementation.
iv. The balance core network by category was distributed in the following manner to be
taken up for phasing, mobilisation of resources and implementation schedule.
- Five major broad groupings were considered and finalised in consultation with
UPPWD in order of priority
- First Group constituted composite primary corridors having aggregate lengths
more than 50 km including individual category wise roads (SH, MDR, ODR)
having lengths more than 50 km.
- Second group was constituted with balance primary corridors with achieved
length less than 50 km.
- Similarly, 3 separate groups (Third, Fourth & Fifth) were created for category wise
individual roads (SH, MDR, ODR) with lengths less than 50 km.
The forecast ADT by year 2031 on the identified corridors has been plotted and is pictorially
presented in Figure 4.7.
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ISSUES PERTAINING TO DESIGN OF PAVEMENTS
5. ISSUES PERTAINING TO DESIGN OF PAVEMENT
5.1. IRC CODES ADOPTED
The capacity norms of roads of various carriageway widths and the design of pavement are
the basis for road improvements. The Consultants have adopted the following IRC Codes in
formulating the proposals:
Capacity norms: IRC:64-1990
Flexible Pavement Design: IRC:37-2001
The consultants have adopted IRC:37-2001 for costing of core network since the study
commenced in year 2011. Since IRC:37-2012 has been issued in middle of study, a
comparative analysis of cost has also been done.
The Draft Final Report of the study was submitted by the Consultant in the month of
May, 2013. A presentation was made by the Consultant to a gathering of eminent engineers
of the PWD on the 11th September, 2013. Some of the participants raised the following
issues:
i. The basis for assuming a rate of growth of traffic of 7.5 per cent for Economic Analysis
should be given.
ii. The Flexible Pavement Design Guidelines have recently been revised by the IRC, and
these recommend the adoption of stabilised layers in the flexible pavement. An
economy of about 30 per cent is thus possible, if these guidelines are followed.
iii. The Vehicle Damage Factor (VDF) of 3.5 appeared to be too low compared to the
extent of overloading taking place on UP’s roads.
The Consultants have carefully examined these responses and furnish the clarifications
hereunder:
5.2. ADOPTION OF FLEXIBLE PAVEMENT DESIGN GUIDELINES IRC:37-2012 INSTEAD
OF IRC:37-2001
It has been clarified in para 5.1 that the consultant has based his proposals on the basis of
a flexible pavement designed on the basis of IRC:37-2001.
However, during our presentation to the steering committee in September 2011, it was
observed by members that adoption of the recently revised flexible pavement design
guidelines (IRC:37-2012) would result in economy. Consultants have evaluated and
considered various alternatives for the design of a new pavement and the details are
enclosed in Annexure B-5.1.
The following conclusions can be drawn:
1. The revised IRC:37-2012 itself admits that the recommendations are not based on
Indian study and research, and are based on work carried out & undertaken in the
countries abroad. The data on performance of the work carried out in India is limited.
2. There is a dearth of Contractors in the country who have experience in soil-cement
stabilisation. Only L&T have a single-pass soil stabiliser. Other contractors have to use
improvised tools like agricultural tractor towed rippers, tillers and rotavators, and they
do not have experience even in this work methodology. The site engineers will have to
be very careful in controlling the quantity of cement, moisture content, compaction and
curing.
Though the initial cost of a new two lane pavement designed on the basis of IRC:37-2012,
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is 30% cheaper than the conventional design using IRC:37-2001, the best option is a
cement concrete pavement, whose whole life cycle cost is the lowest, as can be seen in
Annexure B-5.2. Concrete Road is a well-established technology even in India. It saves the
consumption of stone aggregates and is totally maintenance-free. When DPRs are
prepared, all these issues will be examined in detail and the best option will emerge.
5.3. VEHICLE DAMAGE FACTOR
The following values of VDF have been adopted in the design:
Com. Veh/Day VDF
150–1500 3.5
More than 1500 4.5
These are as per IRC:37-2012. When DPRs are prepared, axle load spectrum will be
established for each road and appropriate VDF will be arrived at for use in design. For
Master Plan purposes, the values recommended by IRC:37-2012 are appropriate at this
stage for preparing the budgetary estimates.
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COSTS OF ROAD IMPROVEMENT TO
CORE NETWORK
6. COST OF ROAD IMPROVEMENTS OF CORE NETWORK
6.1. CORE NETWORK LENGTH
Core Network comprises of SH, MDR and ODR as per the details given in Annexure B-4.2
to 4.4 in Chapter 4. The methodology adopted for identification Core Network has been
discussed in the Report submitted in November 2013. The length of the strategic core road
network is 16,554 km excluding National Highways. The total core length will be 24,095 km.
National Highways 7,550 Km
State Highways 7,530 Km
Major District Roads 5,761 Km
Other District Roads 3,254 Km
Total 24,095 Km
Some of the State Highways have been converted to NHs and hence have been deducted
from the length of Core Network. The new NHs measuring 882 km have been declared
recently. These roads have been converted to NH by upgrading SHs, MDRs and ODRs. As
26 Km length of NH is overlapping with old NH, the net length converted to NH is 856 Km.
Details of new NHs are given in Table 6.1. The State at present has 7550 km of network
under the NH category.
Table 6.1 NEW NATIONAL HIGHWAYS DECLARED IN UP STATE
NH District Road Name Category Length (Km)
Total Length
NH-730
Pilibhit Pilibhit Basti Road SH-26 52
519
Shahjahanpur Pilibhit Basti Road SH-26 19
Kheeri Pilibhit Basti Road SH-26 105
Bahraich Pilibhit Basti Road SH-26 60
Shrawasti Pilibhit Basti Road SH-26 36
Balrampur Pilibhit Basti Road SH-26 14
Fhrenda Jarawal Marg SH-1A 60
Siddharth Nagar Brijmanganj Uska Road VR 6
Fhrenda Jarawal Marg SH-1A 65
Maharajganj
Fharenda Brijmanganj ODR-22 19
Farinda maharjganj SH-86 30
Gorakhpur Maharajgnaj Nichlaul SH-81 22
Basti Mehdawal Tumkuhi SH-64 9
Kushinagar Basti Mehdawal Tumkuhi SH-64 22
NH-730A
Kheeri
Lakhimpur Maigalganj Marg MDR-14 6
110
Aurangabad Barbar Dulhapur Kisann Marg ODR-14 11
Mohammadi Barbar Jahanikheda Marg ODR-2 20
Mohammadi Punwayan Marg ODR-8 11
Shahjahanpur
Puwayan Mohammadi Road ODR-9 10
Bisalpur Puwayan Road MDR-62 22
Banda Puranpur Road ODR-1 17
Pilibhit Banda Puranpur Road ODR-45 6
Banda Puranpur Road ODR-21 7
NH-330A
Faizabad Faizabad Rae Bareilly Marg SH-15 42
109 Sultanpur Faizabad Rae Bareilly Marg SH-15 31
Rae Bareilly Faizabad Rae Bareilly Marg SH-15 36
NH-931 Pratapgarh
Jagdispur Gauriganj Amethi Pratapgarh Road MDR-154E 22
84 Sultanpur
Jagdispur Gauriganj Amethi Pratapgarh Road MDR-154E 19
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NH District Road Name Category Length (Km)
Total Length
Gauriganj Musafirkhana ODR 23
Common with NH-731 NH 20
NH-931A
Rae Bareilly Jais Salon Marg MDR-8 30
60 Jayas Jagdispur Marg ODR-18 4
Sultanpur Jayas Jagdispur Marg ODR 20
Common with NH-330a NH-330A 6
GRAND TOTAL 882
i. There are a few roads in the Core Network, which are in the control of other agencies
or presently being constructed. These road lengths have to be deducted from the length
of Core Network.
ii. Out of 7530 km of SH, UP State Highway Authority (UPSHA) is already constructing a
length of 485 km.
6.2. TYPES OF IMPROVEMENTS PROPOSED
6.2.1. Removal of deficiencies
There are various deficiencies in the roads identified in Core Network and they need to be
addressed to so as to bring the roads to match the needs of a safe, efficient and cost-
effective transport system within a span of the next 20 years. The main improvements to be
taken up are discussed below:
6.2.2. Capacity Augmentation
Where the present pavement width is inadequate, congestion, delays and high vehicle
operating costs are caused. Therefore, the main emphasis should be to widen the
carriageway to match the needs of traffic. When implementing this programme other
deficiencies such as widening/ reconstruction of weak and narrow cross-drainage structures
and geometric improvements shall be taken up. Cost of minor bridges with waterway upto
60 m has been included. Major bridges with waterway above 60 m have been separately
listed.
As regards capacity augmentation, the following criteria shall be adopted:
i. All SHs shall have a minimum carriageway width of two lanes. If traffic warrants, some
sections can have a four-lane carriageway. Particularly, the sections connecting District
Headquarters to Lucknow shall have a four-lane carriageway.
ii. Depending upon the needs of traffic, MDRs shall be widened to two lanes or two lanes
with paved shoulders or four lane roads. As traffic volume is high in all MDRs,
carriageways of two-lanes or more have been provided.
6.2.3. Replacement of railway level crossing by ROBs
All level crossings with a TVU (Train Vehicle Units = No. of trains x No. of vehicles per day)
of greater than 1,00,000 shall be replaced by ROBs.
6.2.4. Replacement of Pontoon Bridges by RCC bridges
There are several Pontoon Bridges which need to be replaced by RCC bridges.
6.3. ESTIMATES FOR ROAD IMPROVEMENT WORKS
6.3.1. Typical Estimates
The costing of improvement works has been done on the basis of typical estimates. For
road works, cost has been worked out per Km. For bridges, the cost has been based on
rate per sq. m using the costs as per recent sanctioned works in U.P.
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6.3.2. Road Widening and Strengthening Schemes
Broad cross-sections of the road improvements (widening / strengthening) proposed are
presented as Figures 6.1 to 6.11.
Fig. 6.1 1-Lane to 4-Lane Road (Without Paved Shoulder)
Fig. 6.2 1.5-Lane to 4-Lane Road (Without Paved Shoulder)
Fig. 6.3 2-Lane to 4-Lane Road (Without Paved Shoulder)
Fig. 6.4 4-Lane to Strengthened 4-Lane Road (Without Paved Shoulder)
Fig. 6.5 1-Lane to 2-Lane Road (Without Paved Shoulder)
Fig. 6.6 1-Lane to 2-Lane Road (With Paved Shoulder)
Fig. 6.7 1.5-Lane to 2-Lane Road (Without Paved Shoulder)
Fig. 6.8 1.5-Lane to 2-Lane Road (With Paved Shoulder)
Fig. 6.9 2-Lane to Strengthened 2-Lane Road (Without Paved Shoulder)
Fig. 6.10 2-Lane to Strengthened 2-Lane Road (With Paved Shoulder)
Fig. 6.11 New 4-Lane Road (Without Paved Shoulder)
The pavement thickness and composition for above sections have been worked out as per
IRC: 37-2001 for a CBR value of 5 (typical for the alluvial silt of UP) and traffic as
appropriate. It may be mentioned that the pavement thickness and composition suggested
are similar to the designs being adopted in UP.
6.3.3. Rates
The rates of construction materials and mixes adopted are as given in Table 6.2. The rates
for various items of works have been arrived at on the basis of values received from UP
PWD.
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Table 6.2 BASIC RATE OF MATERIALS
Description Unit Rate (Rs)
1. Clearing and Grubbing Road Land Sqm 3.26
2. Removal of Unserviceable Soil with Disposal upto 1000 metres Cum 44.00
3. Compacting original ground supporting embankment Cum 34.00
4. Cutting of trees including cutting of trunks, branches and removal LS 20,00,000.00
5. Excavation in soil using Hydraulic Excavator and Tippers with disposal upto 1000 m
Cum 44.00
6. Surface drain in soil Cum 143.20
7. Construction of Embankment with Material obtained from Borrowpits Cum 164.00
8. Construction of subgrade and earthen shoulders Cum 198.00
9. Scarifying Existing Bituminous Surface to a depth of 50 mm by Mechanical Means
Sqm 4.00
10. Granular Sub-Base with Close Graded Material (Table:- 400-1) by Mix in Place method
Cum 2864.00
11. Wet Mix Macadam Cum 3291.00
12. Brick Edging 30cm wide Sqm 460.38
13. Prime Coat Sqm 37.00
14. Tack Coat Sqm 17.00
15. Dense Graded Bituminous Macadam (DBM) Cum 10476.00
16. Bituminous Concrete (BC) Cum 11656.00
Other items of CD works which are considered are:
1. Widening of existing RCC Hume Pipes Ls 6,00,000
2. Construction of RCC culvert, 5 m Span Ls 10,00,000
3. Construction of 1000 m NP-3 RCC Hume pipe culvert No 3,40,000
4. Road marking with hot applied Thermo-Plastic Compound with reflectorized Glass Beeds for two edge lines of 15 cm width and centre-line broken lines of 10 cm width.
Sq m 720
5. Traffic signs and other road appurtenances (a) Retro-reflectorized traffic signs.
(Quantities taken as per required in 10 Kms)
1. Mandatory Sign Boards No. 8,000.00 2. Information Sign Boards No. 8,000.00 3. Caution Signs No. 5,000.00 4. Road Delineators No. 1,800.00 5. Bollards for Noses of Central Verge No. 12,000.00 6. Triangular sign with cluster of reflectors No. 4,000.00 7. Overhead Signs (Cantilevers) No. 3,00,000.00 8. Cat’s eye No. 800.00 (b) Kilometer, Hectometer Stones and Boundary Pillars LS 2,00,000.00
6.3.4. Unit Cost of Widening and Strengthening
The following option for widening has been considered:
New Carriageway will be of flexible pavement and existing flexible pavement will be
widened and strengthened by bituminous overlays. Where there is no requirement of
widening, the existing pavement is strengthened with bituminous overlays. In the above
options, the new carriageway, where required, is proposed by the side of the existing
carriageway which is retained and suitably strengthened.
The cost of widening includes provision for cross-drainage structures, median construction,
and land acquisition in 4-laning projects, signage’s and road marking. In the estimate
bituminous surfacing of existing pavement is proposed to be dismantled and a profile
correction course of 75 mm of WMM (average thickness) is to be provided before
constructing overlays. The existing pavement is considered as equivalent to GSB layer
when it is to be strengthened.
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6.3.5. Costs of Road Improvements of Various Categories
Costs of improvements have been worked out in detail taking into consideration the
variation in traffic volume of each road. The typical sample estimates for two cases of
observed traffic volumes of 50 MSA and 20 MSA are presented in Table 6.3 for all the 10
improvement options. Details are enclosed in Annexure B-6.1.
Table 6.3 TYPICAL COST OF IMPROVEMENTS
SN Improvement Considered (Widening /
Strengthening) Traffic Volume
(msa) Cost
(Crore/km)
1. 1-lane road to 4-lane road without paved shoulder 50 7.65
2. 1.5-lane road to 4-lane road without paved shoulder 50 7.48
3. 2-lane road to 4-lane road without paved shoulder 50 7.35
4. 4-lane road to strengthened 4-lane road without paved shoulder
50 2.97
5. 1-lane to 2-lane road without paved shoulder 20 3.67
6. 1-lane road to 2-lane road with paved shoulder 20 4.50
7. 1.5-lane road to 2-lane road without paved shoulder 20 3.50
8. 1.5-lane road to 2-lane road with paved shoulder 20 4.33
9. 2-lane road to strengthened 2-lane road without paved shoulder
20 1.20
10. 2-lane road to strengthened 2-lane road with paved shoulder
20 4.01
11. New 4-lane road 50 9.00
6.3.6. Total Cost of Road Improvements
The summary of cost of road improvements in the Core Network is:
CATEGORY Length (km) Rs (Crores)
SH 7,530 44,203
MDR 5,761 29,112
ODR 3,254 17,747
Total 16,545 91,062
If the designs are done as per IRC:37-2012, using cement stabilisation, the costs are as
under:
CATEGORY Rs (Crores)
SH 40,793
MDR 28,306
ODR 17,017
Total 86,116
With the opinion of cement concrete pavement for new pavements, the costs are as under:
CATEGORY Rs (Crores)
SH 41,464
MDR 28,517
ODR 17,293
Total 87,274
6.4. REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES IN THE CORE NETWORK
6.4.1. Need
Due to paucity of funds, it has not been possible for UP to construct RCC bridges across
major rivers. At the same time, considering the needs of the people, to negotiate these
rivers, pontoon bridges are being used. The policy of the UP Govt. is to gradually replace
the pontoon bridges by RCC bridges. In the Master Plan, it is proposed to include this
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activity as one of the important programme.
6.4.2. Number of Pontoon Bridges in Core Network
There are only two Pontoon Bridges that need to be replaced by RCC Bridge in the Core
Network. Annexure B-6.2 gives the details of costing. The cost is Rs 529 crores. Both are
4-lane bridges.
6.5. NEW RCC MAJOR BRIDGES
Apart from the Pontoon Bridges, there are some new major bridges to be constructed in the
Core Network. 157 bridges will need an investment of 3799 crores. The details are given in
Annexure B-6.3 (a) to (d).
6.6. REPLACEMENT OF RAILWAY LEVEL CROSSINGS BY ROBS
Railway level crossings cause delay to road traffic, besides being the cause of accidents
when cyclists and pedestrians disobey gate closure and cross the railway line. The
Railways and the road authorities are both committed to replace the level crossings by
ROBs. As per the present practice, the Railways bear 50 per cent of the cost of the bridge
structure if the traffic exceeds 1 lakh TVUs and the road authorities have to bear the cost of
the approaches. The numbers of level crossings that need replacement by a grade
separator have been identified and are presented in Annexure B-6.4. The number of ROBs
in the Core Network is 53 and the cost is Rs 3045 crore.
6.7. SUMMARY OF COST OF IMPROVEMENT TO CORE NETWORK AT CURRENT RATES
(COMPARATIVE COSTS)
The Comparative analysis has been done core network improvements with comparison
drawn on various pavement options including flexible and rigid pavements.
Description
As per IRC:37-
2001
As per
IRC:37-2012
With cement
concrete
pavement
Rs (Crore)
1. Road widening and
strengthening 91,062 86,116 87,274
2. Replacement of Pontoon Bridges 529 529 529
3. New RCC Major Bridges 3799 3799 3799
4. ROBs 3045 3045 3045
Total 98,435 93,489 94,647
Since the future work will be executed in the years 2013-31, the actual cost of
implementation will have to take account of inflation. From the past data on Whole-sale
Price Index, the yearly inflation is around 6 per cent. This has been considered in the
phasing programme, assuming that the same trend will continue in the next 20 years.
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ECONOMIC ANALYSIS
7. ECONOMIC ANALYSIS
7.1. Importance of Economic Analysis
Economic Analysis (Determination of Economic Internal Rate of Return-EIRR) of projects is
important for the following reasons:
- EIRR helps to determine whether a project is worth implementing at all or not. A return
of 12 per cent is the minimum to establish the economic viability.
- It helps in prioritising the schemes when funds are constrained.
7.2. ECONOMIC ANALYSIS OF SH/MDR/ODR (WIDENING / STRENGTHENING)
7.2.1. Widening and strengthening
As stated above there are 10 different scenarios of widening and strengthening from single
lane to two lanes, single lane to four-lanes, two-lanes to four-lanes etc. Traffic capacity of a
future road is the primary consideration in widening these roads. The basic principles for
widening and strengthening of some typical cases of roads considered in the Core Network
are discussed below.
7.2.2. Single Lane/ Intermediate Lane Road and Two-Lane Road to Four-Lane Road
There are several stretches of roads (mainly SHs) which have very high traffic. According to
current IRC Guidelines, the capacity of a single lane road is 2000 PCU/day, an intermediate
lane is 6000 PCU/day and 2-lane road is 15,000 PCU/day. The capacity of a four lane
divided carriageway is 40,000 PCU/day. Though the above guidelines are followed
throughout the country, the Consultants are of the opinion that resources being scarce, the
justification for widening should be backed up by economic analysis which examines the
costs and benefits.
7.2.3. Economics of Widening SH/MDR/ODR from Single Lane to Two-lanes
There are several stretches of MDRs and SHs in U.P which are having only a single lane
pavement. The capacity of a single lane road as per IRC Guidelines is 2,000 PCU/day in
plain terrain, whereas the projected traffic exceeds this value. Moreover, as per IRC long-
term plans, all SHs have to be widened to two lanes, and a good percentage of MDRs
should be widened to two lanes also. In some cases, widening form single lane to two lane
with paved shoulders is a good option and has been considered. Traffic and economic
justification should be the main criteria for widening. Accordingly, economic analysis of
widening single lane roads to (i) two lanes and (ii) intermediate lane is presented in this
report.
7.2.4. Economics of Widening SH/MDR from Intermediate Lane to Two Lanes
There are several stretches of MDRs and SHs in U.P. which are having only an
intermediate lane pavement. The capacity of an intermediate lane road as per IRC
Guidelines is 6,000 PCU/day in plain terrain, whereas the present traffic far exceeds this
value. Moreover, as per IRC long-term plans, all SHs have to be widened to two lanes, and
a good percentage of MDRs should be widened to two lanes. Traffic and economic
justification should be the main criteria for widening. Accordingly, economic analysis of
widening intermediate lane roads to two lanes is presented in this Report.
7.2.5. Basis for Economic Analysis for Widening
Analysis period is 20 years
- The construction is phased over 3 years, with share of cost as under:
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1st year 20%
2nd
year 40%
3rd
year 40%
- All financial costs are converted to economic costs by a factor of 0.85.
- The traffic growth rate is taken as 7.5 per cent. It may be added here that 7.5% GR has
only been adopted for calculation of benefits in the EIRR. The core network
identification is based on travel demand and screening process.
- Traffic volume and composition is taken for each road.
- Inflation is disregarded due below mentioned rationale:
In the Book “Traffic System Analysis for Engineers and Planners” by Wohl and
Martin (Mc Graw Hill Book Company), the following sentence explains how inflation
is usually treated
“In situations of inflation or deflation ‘Hirshleiger et all’ recommends that all present
and future cost and benefits be measured in constant dollars”.
In the IRC Manual on Economic Evaluation of Highway Projects in India
(IRC:SP:30-2009), the following recommendation is relevant:
Page 13, Para No. - 5.7 (Treatment of Inflation)
The construction of highway project takes a number of years and during this period,
the cost of labour, material and equipment may undergo an inflationary trend.
Similarly, the benefits of reduced Vehicle Operating Costs may be higher in future
years due to inflation. Since general inflation results in the price rise in all goods,
the relative prices remain constant. Hence, it is the practice to disregard escalation
and inflation, both on the cost stream and the benefit stream. However, changes in
relative prices should be allowed at least up to the extent that they can be foreseen
accurately which can help in demonstrating how they affect costs and benefits
differently.
The following sentence is extracted from “An Introduction to Engineering
Economics”, by the Institution of Civil Engineers, London:
Page 33: In general it is more convenient to base estimates of future expenditure
on the assumption that the present level will continue rather than to attempt making
forecasts of inflation”.
- Vehicle Operating Costs and Time Costs of passengers and commodities in transit are
taken from IRC: SP: 30, adjusted suitably to current costs, using Wholesale Price
Index.
- Maintenance costs have been taken from Chief Engineers Norms.
- A particular road may have several sections with different traffic. In such cases, the
costs and benefits have been worked out for each section, summed up for the full road
and the EIRR obtained for the full road.
7.2.6. Phasing
As discussed and explained in Chapter 4, section 4.7 the distribution of core network by
category was grouped to be taken up for phasing, mobilisation of resources and
implementation schedule in the following manner. The approach followed was to identify
major travel corridors and its linkages so that these can be grouped and phased
accordingly.
- Five major broad groupings were considered and finalised in consultation with UPPWD
in order of priority
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- First Group constituted composite primary corridors having aggregate lengths more
than 50 km including individual category wise roads (SH, MDR, ODR) having lengths
more than 50 km.
- Second group was constituted with balance primary corridors with achieved length less
than 50 km. Similarly, 3 separate groups (Third, Fourth & Fifth) were created for
category wise individual roads (SH, MDR, ODR) with lengths less than 50 km.
EIRR has been worked out for all road sections passing through each District. The phasing
was decided based on the available schemes and options so that implementation can be
achieved by year 2017. Therefore, Phase I roads and corridors were identified by studying
the existing budgetary allocation of running schemes, important sections and in view of the
expected multi-lateral funding being organised by the GoUP through ADB and WB. The
Phase I roads and corridors were also selected based on observed EIRR requiring
immediate implementation. The norm adopted for phasing (II to IV) is given in Table 7.1.
The phasing of proposed ROB and Major Bridges has been phased in respective phases of
the representative road sections on various categories of roads for a meaningful
implementation of the schemes.
Table 7.1 SUGGESTED PHASING
SN Road Category / Corridor
Group and reach (km)
EIRR (%)
Phase I Phase II Phase III Phase IV
2014–2017 2018–2022 2023–2027 2028–2031
1. Corridors and Roads > 50 km Existing
schemes and expected
borrowings
>20 10 – 20 <10
2. Rest of the Corridor s < 50 km >20 10 – 20 <10
3. Balance SH < 50 km >20 10 – 20 <10
4. Balance MDR < 50 km >20 10 – 20 <10
5. Balance ODR < 50 km >35 15 - 35 <15
During the preparation of Detailed Project Reports (DPRs), if a single road is in different
phases it can be considered for clubbing in any one convenient phase depending upon the
funding scenario. This can be decided during the preparation of the DPR. It is also
observed that in some few cases, single lane road is to be widened to four lanes at a later
stage. But the road needs to be widened to at least two lanes immediately. This has been
considered while phasing.
7.2.7. Details of EIRR
The results of EIRR for each road and identified major corridors are presented in
Annexure B-7.1. For convenience, the list has been re-arranged in the descending order of
EIRR to determine phasing.
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OUTLAYS & PHASING FOR IMPLEMENTATION
8. OUTLAYS & PHASING FOR IMPROVEMENTS FOR CORE NETWORK
8.1. IMPROVEMENTS PROPOSED
The following improvements in the Core Network are proposed:
i. Widening and strengthening of pavement including minor bridges of waterway
up to 60 m
- State Highways
- Major District Roads
- ODRs
ii. Connecting District Headquarters with Lucknow with a 4-lane road
iii. Construction of Bypasses and Ring Roads for congested Towns and Cities with a
population more than 1 lakh
iv. Replacement of Railway Level Crossings by ROBs
v. Replacement of Pontoon Bridges by RCC Bridges
vi. Construction of New Bridges across Major Rivers of waterway greater than 60 m
8.2. PHASING OF CORE NETWORK
8.2.1. Widening / Strengthening of Core Network
A total network of 16.454 km roads has been identified in the Core Network comprising of
SHs, MDRs and ODRs excluding the National Highways. The total cost of road
improvements on the core network will be Rs 91,062 crore.
Based on the traffic volume (PCUs) in the year 2031 the requirement of road width has
been worked out. The costs of widening or strengthening the existing roads as per
requirement have been worked out. The design life of the pavement considered is 15 years.
The cost of culverts, minor bridges, median, land acquisition, signage’s and road marking
have been taken into account in the estimated cost as per UPPWD norm. For the purpose
of phasing the construction activity, the EIRR of each road has been worked out. The
details are given in Annexure B-7.1. The construction work is proposed to be done in 4
phases of which Phase-I will be between 2014 and 2017 i.e. is 3 calendar / financial years,
Phase II and Phase III between years 2018 and 2027 of 5 year slabs each and Phase IV
will be between 2028 and 2031 i.e. 4 calendar years. The phasing plan of CRN in Phase 1
and Phase 1,2,3,4 combined is in Figures 8.1 & 8.2.
The summarised cost of improvements of SH, MDR and ODR are presented in Table 8.1,
costs at 2013 prices. Table 8.2 presents the escalated costs at 2013 base price with an
assumed inflation rate @ 6 per cent per annum (based on the indices of Wholesale Price
Index-WPI).
8.2.2. Replacement of railway level crossings by ROB(s)
Railway level crossings cause delay to road traffic, besides being the cause of accidents
when cyclists and pedestrians disobey gate closure and cross the railway line. The
Railways and the road authorities are both committed to replace the level crossings by
ROBs. As per the present practice, the Railways bear 50 per cent of the cost of the bridge
structure if the traffic exceeds 1 lakh TVUs and the road authorities have to bear the cost of
the approaches. A total 53 ROBs are required in the Core Network. The total cost of
constructing them is Rs 3045 crore.
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8.2.3. REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES
8.2.3.1. Need
Due to paucity of funds, it has not been possible for UP to construct RCC bridges across
major rivers. At the same time, considering the needs of the people, to negotiate these
rivers, pontoon bridges are being used. The policy of the UP Govt. is to gradually replace
the pontoon bridges by RCC bridges. In the Master Plan, it is proposed to include this
activity as one of the important programme. Two Pontoon Bridges have been considered
for converting to regular bridges of 4-lane each. Other Pontoon bridges will be taken up in
Up-gradation work as discussed in next chapter. The two bridges considered are on
Sharada River at Pachpedi and Dhanaura Ghat respectively. This work will be taken up in
Phase I.
8.2.3.2. Cost of RCC Bridges
In working out the cost of the RCC Bridge, it has been assumed that the cost per running
metre of a 4-lane bridge is Rs 14.00 lakhs. In addition, a cost of Rs 1.8 lakhs per m has
been assumed as the cost of approaches (2 lane wide and 400 m length), and Rs 44.4
crores on each side for Guide bund protection has been assumed as the cost of bank
protection. An additional length of 6 Km approach has been assumed at a cost of 4788
lakhs. The total cost of RCC bridges is estimated at Rs 529.33 crore which includes
replacement of old Pontoon Bridges and New RCC Bridges to be developed on identified
Core road Network. The construction work will be taken up in Phase I between year 2014-
2017.
8.2.3.3. Major bridges
There are 157 major bridges of waterway above 60 m in the Core Network. The cost of
these is estimated at Rs 3799 crore.
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Table 8.1 COST OF IMPROVEMENTS OF SH/MDR/ODR INCLUDING MAJOR BRIDGES IN CORE NETWORK IN EACH PHASE (Rs in Crore)
SN Category
Length km & Nos Cost (Rs in crore)
Total (km /
No) Phase 1 Phase 2 Phase 3 Phase 4 Total Cost Phase 1 Phase 2 Phase 3 Phase 4
2014-2031 2014-17 2018-22 2023-27 2028-31 2014-2031 2014-17 2018-22 2023-27 2028-31
1 Widening and Strengthening of SH
7,045 2,437 1,593 1,635 1,380 44,203 15,465 11,250 9,662 7,826
2 Widening and Strengthening of MDR
5,761 589 1,207 2,254 1,711 29,112 2,558 7,274 11,331 7,949
3 Widening and Strengthening of ODR
3,254 23 743 1,335 1,153 17,747 84 4,977 7,643 5,043
4 Conversion of level Crossing to ROBs
53 9 9 17 18 3,045 501 576 923 1,046
5 New Major Bridges 157 26 52 50 29 3,799 727 1,343 1,036 693
6 Conversion of Ponton Bridges to RCC Bridge
2 1 1 0 0 529 272 257 - -
Total 98,435 19,607 25,677 30,595 22,557
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Table 8.2 PHASE-WISE COST ESTIMATE FOR STRATEGIC CORE NETWORK (2014-2031) - with escalation @6% per annum
sn Cat
Cost (Rs in crore)
TOTAL Phase 1 Phase 2 Phase 3 Phase 4
2014-2031 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031
1 SH 65979 3093 6557 6951 4020 4261 3011 1596 1692 4620 4897 3461 1834 1944 5008 5308 3751 3976
2 MDR 50149 512 1085 1150 2599 2755 1947 1032 1094 5418 5743 4058 2151 2280 5086 5392 3810 4039
3 ODR 31421 17 36 38 1778 1885 1332 706 748 3655 3874 2737 1451 1538 3227 3421 2417 2562
4 ROB 5294 100 212 225 206 218 154 82 87 441 468 330 175 186 669 709 501 531
5 New Major
Bridges 5916 145 308 327 480 509 359 191 202 495 525 371 197 208 444 470 332 352
6
Conversion of Pontoon Bridges to
RCC Bridge
625 54 115 122 92 97 69 36 39 - - - - - - - - -
Total 159385 3921 8313 8812 9175 9725 6872 3642 3861 14629 15507 10958 5808 6156 14434 15300 10812 11461
Alloc (%) 20% 40% 40% 30% 30% 20% 10% 10% 30% 30% 20% 10% 10% 30% 30% 20% 20%
Years 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
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8.3. PROPOSAL FOR CONNECTING DISTRICT HEADQUARTERS TO LUCKNOW WITH 4-
LANE HIGHWAY
8.3.1. Background
In order to provide a modern road transport facility between the district headquarters and
the State Capital, Lucknow, the UP Govt. have planned to have a four-lane divided road on
these road links. Many of these links already have four-lane connectivity. The status is
given below.
8.3.2. District Head-Quarters already connected to Lucknow by 4-lane National Highway
The details are presented in Table 8.3.
Table 8.3 DISTRICT HQ ALREADY CONNECTED TO LUCKNOW BY 4-LANE NH
S. No. Name of District NH No.
1. Lucknow NH-28, NH 24, NH 25
2. Kanpur NH 25, NH 2
3. Barabanki NH 28
4. Faizabad NH 28
5. Basti NH 28
6. Sant Kabir Nagar NH 28
7. Gorakhpur NH 28
8. Sitapur NH 24
9. Shahjahanpur NH 24
10. Bareilly NH 24
11. Rampur NH 24
12. Moradabad NH 24
13. Ramabai Nagar NH 25
14. Gaziabad NH 24
15. Unnao NH 25
16. Jhansi NH 25
17. Orai NH 25
18. Chandauli NH 2
19. Varanasi NH 2
20. Fatehpur NH 2
21. Auraiya NH 2
22. Etawah NH 2
23. Firozabad NH 2
24. Agra NH 2
25. Mathura NH 2
26. Panchasheel Nagar NH 24
27. Muzzafarnagar NH 58
28. Meerut NH 58
8.3.3. District HQs to be connected under proposed construction programme
Table 8.4 gives the details of 4-lane connectivity of District HQs on proposed/ under
construction schemes.
Table 8.4 CONNECTIVITY OF DISTRICT HQ. WITH NH
S. No. Name of District NH No.
1. Gautambudh Nagar NH 91
2. Bulandshahr NH 91
3. Aligarh NH 91
4. Rae Bareilly NH 24-B
5. Sultanpur NH 56
6. Lalitpur NH 56
7. Ambedkar Nagar NH 233
8. Jaunpur NH 56
9. Allahabad NH 96
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8.3.4. District HQ located on 2-lane NHs through 2-laning with shoulder (GOI Funding)
Table 8.5 gives the District HQ which are covered by the 2-laning with shoulders in the
scheme of Govt. of India.
Table 8.5 CONNECTIVITY OF DISTRICT HQ. WITH NH THROUGH GOI SCHEME
S. No. Name of District NH No. under 2-ane with shoulders
programme
1. Kannauj NH 91
2. Etah NH 91
3. Azamgarh NH 232
4. Mau NH 29
5. Gazipur NH 29
6. Pratapgarh NH 231
7. Bijnaur NH 119
8. Bahraich NH 28C
9. Banda NH 232
10. Chatrapati Shahuji Maharaj Nagar NH 232
11. Hamirpur NH 86
12. Mahamaya Nagar NH 93
13. Sidharth Nagar NH 233
14. Mirzapur NH 7
Table 8.6 presents the list of District HQs located on 2-lane NHs, for which Govt. of UP
have made a request for 4-laning or 2-laning with shoulders.
Table 8.6 LIST OF DISTRICT HQs ON 2-LANE NHs FOR WHICH UP GOVT. HAVE REQUESTED GOI FOR 4-
LANING OR 2-LANE WITH SHOULDER
S. No. Name of District NH No.
1. Chitrakoot NH 76
2. Mahoba NH 76
3. Kushinagar NH 28/ NH-28B
4. Ballia NH 19
5. Pilibhit NH 74
Table 8.7 below gives the programme (proposed/ under construction) through UPSHA for
4-laning of roads connecting District HQs with Lucknow.
Table 8.7: 4-LANING OF SHs PROPOSED/ UNDER CONSTRUCTION FOR CONNECTING DISTRICT HQs
WITH LUCKNOW
S. No. District SH No. Length (Km) Cost (Rs Crore)
1. Saharanpur
SH 57 206.09 412.18 2. Baghpat
3. Prabudha Nagar
4. Sonbhadra SH 5A 115 230
5. Badayun SH 43 164.17 328.34
6. Balarampur SH 1-A 230 460.0
7. Gonda
8. Hardoi SH 25 162.4 324.8
9. Maharajganj SH 81 78 156.0
10. Sant Ravidas Nagar SH 87 60.12 120.24
Total 1015.78 2031.56
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Presently the following UPSHA Roads are under construction (Table 8.8).
Table 8.8: 4-LANE SHs UNDER CONSTRUCTION BY UPSHA
SN Road SH District Road Length
(km) Total (Km)
1. Varanasi Shakti Nagar
Road SH-5A Mirzapur 50
136
Sonebhadra 86
2. Bareilly Almora Road SH-37 Bareilly 56 56
3. Delhi Saharanpur Yamunotri Road
SH-57
Ghaziabad 14
206 Baghapat 51
Muzaffar Nagar 49
Saharanpur 92
4. Meerut Karnal Road SH-82
Meerut 29 87
Muzaffar Nagar 58
Total 485
8.3.5. 4-laning of Roads to connect remaining District HQs to Lucknow
To connect the remaining unconnected Districts Hq. to State Capital by a 4 lane road, UP
PWD’s programme for 4-laning of roads, the total cost involved will be Rs 3400 crore. The
details are appended in Table 8.8.
Table 8.8: UP PWD’s PROGRAMME OF 4-LANING ROADS TO CONNECT DISTRICT HQs TO
LUCKNOW
S. No. District Road Length (Km) Cost (Rs Cores)
1. Lakhimpur Kheri SH 21 45 498
2. Jyotiba Phule Nagar SH77 6 66
3. Kaushambi Connecting NH 2 and SH 95 17 188
4. Farrukhabad MDR 9W 25 277
5. Deoria SH 79 34 376
6. Kanshiram Nagar SH 33 31 343
7. Bhim Nagar MDR 69 35 387
8. Sharavasti SH 96 A 39 431
9. Mainpuri SH 83 76 841
Total 308 3407
say 3,400
Thus all District Headquarters will be connected by a four-lane road.
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UP-GRADATION PLAN
9. UP-GRADATION PLAN
9.1. UP-GRADATION OF SH/MDR/ODR NOT COVERED IN THE CORE NETWORK
9.1.1. Criteria for Selecting State Highways (SH)
State Highways and Major District Roads constitute the secondary system of roads in the
country. They act as linkages between the rural areas (served by Rural Roads) and the
urban centres. While the NH’s are funded directly by the GOI, SHs and MDRs are funded
by the State from their own resources. The Lucknow Plan had envisaged that the NHs and
SHs taken together should link all towns with population of 5000 and above. The major
burden of connectivity to such towns falls on SHs. The Vision: 2021 Document and the
Lucknow Plan have recommended that the following factors be kept in view in fixing the
Network of SHs:
- Providing linkages with minor ports, industrial towns, pilgrimage and tourist centres
- Connecting the remaining towns with population 5000 and above (population census of
2001 may be the criterion)
- Connecting the capitals of the State will the district headquarters
- Serving major agricultural market centres
- Serve all sub-divisional headquarters.
9.1.1.1. Current Length of SH in UP
As per statistics available with the UPPWD, the current length of SH in the state is 7,530
km.
9.1.1.2. Length of SHs required as per Lucknow Plan and Vision Document
As per the Lucknow Plan, two formulae have been given:
1. SH length in Km =
25
Km sq in Area , giving a grid of 50 Km
2. SH length in Km =
50
Km sq in Area -townsof Number x 62.5
The lengths as per the above formulae are:
(1) SH length in Km =
25
2,40,928 = 9,637 Km
(2) SH length in Km
50
2,40,928 -677 x 62.5 = 37,494 Km
The Vision 2021 document has envisaged a length of 1,60,000 km for SHs for India.
Apportioning this length on the basis of area, the length required in UP is:
1,60,000 x 32,87,263
2,40,928 = 11,727 Km
This shows that UP’s current SH length (7,530 km) is far too below the nationally accepted
norms. Therefore, there is considerable scope for adding more SH in the network.
9.1.1.3. Additions to SHs
Existing length of SH in state is 7530 km but 4579 km of MDR and 2307 km of ODRs have
been identified for upgrading to SH totalling to 6886 km. A length of 640 km of Indo-Nepal
Border Road which will be taken up for construction is added to SH length. Thus the length
of SHs in the proposed Road Network of UP for the year 2031 will be:
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1. Existing SH length +7530 Km
2. Length of MDR converted as SH +4579 Km
3. Length of ODR converted as SH +2307 Km
4. Indo-Nepal Border Road +640 Km
15056 Km
The cost of up-gradation of Indo-Nepal Border road is not considered for costing. The net
additional length in SH will be therefore, 6886 km.
9.1.2. Major District Roads (MDR)
9.1.2.1. Criteria for Selecting MDRs
Major District Roads, along with State Highways, constitute the secondary system of the
road system of a State. According to the Lucknow Plan, MDRs should connect all towns
and villages above a population of 1500 which are not connected by NH or SH.
The Vision 2021 document states that MDR run within the Districts, connecting areas of
production with markets, connecting the rural areas to the district headquarters and the SHs
and NHs.
9.1.2.2. Current length of MDRs in UP
As per statistics available with the UPPWD, the current length of MDRs in the state is
7,208 km.
9.1.2.3. Length of MDRs required as per Lucknow Plan and Vision 2021 Document
As per the Lucknow Plan, two formulae have been given:
1. MDR length in Km =
12.5
Km sq in Area , giving a grid of 25 Km
2. MDR length in Km = townsof Number x 90
The lengths as per the above formulae are:
(1) MDR length in Km
required in 2001
=
12.5
2,40,928 = 19,274 Km
(2) MDR length in Km
required in 2001
= 90 x 677 = 60,930 Km
The Vision 2021 document has envisaged a length of 3,20,000 km for MDRs for India.
Apportioning this length on the basis of area, the length required in UP is:
3,20,000 x 32,87,263
2,40,928 = 23,453 Km
It is thus, seen that the current length of MDRs in the State is much below the national
targets and efforts shall have to be made to add more lengths of MDR and bridge the large
gaps presently available in the middle segment roads in the hierarchy.
List of SH/MDR/ODR included in the Up-gradation Plan are enclosed as Annexures B-9.1
to B-9.3.
9.2. RURAL ROADS
9.2.1. ODRs and VRs
Rural Roads, as per currently accepted common usage in India, comprise of ODRs and
VRs are the tertiary system of roads. There is about 32,838 km of ODR’s in the State. A
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length of 12,160 km is proposed for up-gradation to higher category and 6898 km is the
additional length proposed for upgradation to ODR from VR. Therefore, the net length of
ODR will be 27,576 km after the proposed up-gradation.
Under the PMGSY programme, the Core Network for Rural Roads for each District has
been prepared. Since this work has been done on a very scientific basis and the Core
Network has been accepted by the GOI, this Core Network itself can be dovetailed in to the
Core Network of Primary (Expressways and NHs) and Secondary (SHs and MDRs) Road
System of the State.
9.3. PROPOSED UPGRADED ROAD NETWORK FOR THE YEAR 2031
The proposed upgraded Road Network for the year 2031 is given in Table 9.1.
Table 9.1 PROPOSED ROAD NETWORK FOR 2031
Road Category
Length (Km)
Existing Length
Upgraded to higher category
Additions proposed
Indo-Nepal Border Road
Total
(1) (2) (3) (4) (1)+(3)+(4)–
(2)
NH 7,550 – – 7,550
SH 7,530 – 6,886 640 15,056
MDR 7,208 4,678 9,705 12,235
ODR 32,838 12,160 6,898 27,576
Total 55,126 16,838 23,489 640 62,417
9.4. ROUGH COST OF UP-GRADATION OF ROADS
A very rough cost of up-gradation of Roads other than Core Network is given below in
Tables 9.2 & 9.3.
Table 9.2 LENGTHS OF ROADS TO BE UPGRADED
Road Category
Total Network Length of 2031
(Km)
Length Covered by Core Network
(Km)
Balance Length for Up-gradation
(Km)
SH 14,416 7,530 6,886
MDR 12,235 5,761 6,474
ODR 27,576 3,254 24,322
Total 54,227 16,545 37,682
*640 Km of Indo-Nepal Border Road is not considered in the costing
Table 9.3 COST OF UP-GRADATION PLAN
Road Category
Length (Km) Up-gradation needed Cost per Km (Rs/Crores)
Cost of Up-gradation
(Rs/Crores)
SH 6,886 Single lane to 2-lane with
paved shoulder 4.50 30,987
MDR 6,474/2 = 3,237
Single lane to 2-lane without paved shoulder
3.66 11,847
3,237 Single lane to 2-lane with
paved shoulder 4.50 14,576
ODR 24,322 Single lane to 1.5-lane 2.88 70,047
Total 127,448
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Table 9.4 PHASING OF UP-GRADATION OF ROADS
PHASING OF SH
PHASING YEAR PERCENT AMOUNT (RS
CRORE)- 2013 PRICE
I 2013-2016 10 3099
II 2016-2021 30 9296
III 2021-2026 30 9296
IV 2026-2031 30 9296
Total 30987
PHASING OF MDR
PHASING YEAR PERCENT AMOUNT (RS
CRORE)- 2013 PRICE
I 2014-2017 10 2642
II 2018-2022 30 7924
III 2023-2027 30 7924
IV 2028-2031 30 7924
Total 26414
PHASING OF ODR
PHASING YEAR PERCENT AMOUNT (RS
CRORE)- 2013 PRICE
I 2014-2017 10 7005
II 2018-2022 30 21014
III 2023-2027 30 21014
IV 2028-2031 30 21014
Total 70047
9.5. ROBs IN UP-GRADATION WORK
A total of 62 ROBs have been identified in Up-gradation work as per the details given in
Annexure B-9.4. The total cost of construction is estimated as Rs 2,245 crore.
The phasing of construction of these bridges is as under:
PHASING YEAR PERCENT AMOUNT (RS CRORE)-
2013 PRICE
I 2014-2017 10 225
II 2018-2022 30 673
III 2023-2027 30 673
IV 2028-2031 30 674
Total 2245
9.6. NEW BRIDGES OTHER THAN PROPOSED IN CORE NETWORK
New 125 bridges other than Core Network have been proposed for construction. These are
all major bridges having waterway more than 61 m to 1000 m. The details of these bridges
are given in Annexure B-9.5. The cost of 125 bridges is estimated as Rs 6,181 crores.
Phasing of construction of these bridges is as under:
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PHASING YEAR PERCENT AMOUNT (RS
CRORE)- 2013 PRICE
I 2014-2017 10 618
II 2018-2022 30 1854
III 2023-2027 30 1854
IV 2028-2031 30 1855
Total 6181
9.7. REPLACEMENT OF PONTOON BRIDGES
There are 36 Pontoon Bridges, required to be converted to RCC bridges. The details of
these locations are given in Annexure B-9.6. The cost of these bridges is estimated as Rs
4381 crores. The phasing of construction of new bridges in lieu of Pontoon Bridges is:
PHASING YEAR PERCENT AMOUNT (RS CRORE)-
2013 PRICE
I 2013-2016 10 438
II 2016-2021 30 1314
III 2021-2026 30 1314
IV 2026-2031 30 1315
Total 4381
9.8. CANAL BANK ROADS
UP has an extensive irrigation system with several canals criss-crossing the State /
Country. The canals have banks where roads are made for inspection of the irrigation
system. The roads can be improved and made trafficable for the public, if some
improvements are carried out. The details of Canal Rods identified are enclosed as
Annexure B-9.7. The total length involved in 2203 km. The rough cost of widening to 2
lanes without shoulder is Rs. 3.66 crore per km. The total outlay involved shall be Rs. 8063
crore. The following priority can be observed in taking up the up-gradation of canal roads in
the State..
PRIORITIES OF CANAL ROADS CONSIDERED
S.No Description Priority
1. Canal road connecting NH to NH 1
2. Canal road connecting NH to SH 2
3. Canal road connecting NH to MDR 3
4. Canal road connecting NH to ODR 4
5. Canal road connecting SH to SH 5
6. Canal road connecting SH to MDR 6
7. Canal road connecting SH to ODR 7
8. Canal road connecting MDR to MDR 8
9. Canal road connecting MDR to ODR 9
10. Canal road connecting ODR to ODR 10
The outlay of Rs 8063 crore can be phased as under:
YEAR AMOUNT (RS CRORE)-
2013 PRICE
2014-2017 1500
2018-2022 2500
2023-2027 3000
2028-2031 1063
Total 8063
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9.9. BYPASSES AND RING ROADS
There are 43 urban bypasses and one ring road (Meerut City). Though these are on the
Core Network, they also serve other roads such as MDRs and ODRs, other than on Core
Ntwork. Hence the construction of bypasses and ring roads has been considered under Up-
gradation Plan. The cost shall be Rs 7,862 crores (details in Annexure B-9.8). The phasing
will be as under:
YEAR PERCENT AMOUNT (RS CRORE)-
2013 PRICE
2014-2017 10 786
2018-2022 30 2359
2023-2027 30 2359
2028-2031 30 2358
Total 7862
The cost abstract and phasing of upgradation plan is presented in Table 9.5.
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Table 9.5 COST ABSTRACT AND PHASING OF UP-GRADATION
SN CATEGORY Qty Total cost
(Cr)
Total Length /
no Phase 1 Phase 2 Phase 3 Phase 4
1. Widening of Strengthening of SH (Up-gradation) Km 30987 6886 3099 9296 9296 9296
2. Widening of Strengthening of MDR (Up-gradation) Km 26414 6474 2642 7924 7924 7924
3. Widening of Strengthening of ODR (Up-gradation) Km 70047 24322 7005 21014 21014 21014
4. ROBs No 2245 62 225 674 674 674
5. New / Missing Bridges No 6181 125 618 1854 1854 1854
6. Pontoon Bridges No 4381 36 438 1314 1314 1314
7. Canal bank Road Km 8063 2203 1500 2500 3000 1063
8. Bypasses / Ring Roads (Town more than 1 Lakh Population)
Km 7862 572 786 2359 2359 2359
Total
156180
16313 46935 47435 45498
The details of up-gradation plan have been submitted in hard and soft copies to UPPWD separately.
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CONNECTIVITY STATUS OF HABITATIONS
10. CONNECTIVITY STATUS OF HABITATIONS
10.1. INTRODUCTION
Uttar Pradesh is the largest State in India in terms of population. According to 2001 census
there were 99526 numbers of revenue villages and 216562 numbers of habitations present in
Uttar Pradesh State. Various schemes were initiated immediately after independence to
connect the villages and results of such initiatives are very commendable to give mobility to
these settlements and connect them with the main links in the rural areas.
Through PMGSY scheme a significant change has been observed in the State. The standards
for connecting the villages have been revised from time to time by the State and Central
government. In this way, about 88% villages in the State have been connected by Pucca /
Bituminous road. The standard followed till now is to connect the first house of a habitation or of
revenue village by road and the entire village shall be deemed connected.
According to these standards 27118 villages out of 27374 villages with population more than
1500 have been connected by Pucca Bituminous Roads while 256 revenue villages are yet to
be connected. Out of 16718 villages with population ranging between 1000 and 1499, 15859
villages have already been connected by Pucca Bituminous roads while 859 revenue villages
are yet to be connected. Out of 25700 villages with population ranging between 500 and 999,
23767 villages have already been connected by Pucca Bituminous roads while 1933 revenue
villages are yet to be connected. Out of 29734 villages with population ranging between 0 and
499, 21954 villages have already been connected by Pucca Bituminous roads while 7780
revenue villages are yet to be connected. Accordingly, out of 99526 revenue villages, 88698
villages have been already connected by Pucca Bituminous roads till March 2012 while 10828
revenue villages are yet to be connected. Approximately 90 percent villages have been
connected.
As it can be understood that there would be more than one habitation in one revenue village
and following the above described standard some habitations may not have been connected.
Considering this situation the PMGSY scheme has been brought in force by Government of
India and standard was revised and finalized to connect the habitations.
According to the records in revenue department total numbers of habitations present in State
are 216562. Out of 41322 habitations with population more than 1000, 41315 habitations have
been connected by Pucca Bituminous roads and only 7 habitations are yet to be connected.
Out of 49573 habitations with population between 500 and 999, 48855 habitations have been
connected by Pucca Bituminous roads and only 718 habitations are yet to be connected. Out of
55616 habitations with population between 250 and 499, 37731 habitations have been
connected by Pucca Bituminous roads and only 17885 habitations are yet to be connected. Out
of 70051 habitations with population less than 250, 44843 habitations have been connected by
Pucca Bituminous roads and only 25208 habitations are yet to be connected. Till March 2012,
172744 habitations have been connected by Pucca Bituminous roads.
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10.2. STATUS OF CONNECTIVITY UNDER PMGSY
Under the PMGSY scheme by Government of India in year 2012-13, a total of 757 habitations
have been sanctioned for connectivity in which 685 habitations were with populations between
500 and 999, 70 habitations were with population between 250 and 499 and 2 habitations were
with population less than population of 250. By March 2014 the above habitations will get
connected.
In this way a total of 43061 habitations are pending for approval to be connected in which 7
habitations are left unconnected with population more than 1000, 33 habitations left with
population between 500 and 999, 17815 habitations left with population between 250 and 499
and 25272 habitations left with population below 250. The description of 7 unconnected
habitations with population more than 1000 is given in Table 10.1.
Table 10.1 HABITATIONS LEFT FOR APPROVAL WITH POPULATION
MORE THAN 1000 (CENSUS 2001)
SN District Unconnected Habitation Habitation Name Remarks
1 Maharajganj Khaihava Tola Bankatawa 150mt Bridge on
road
2 Jaunpur Pariyanwan Sahjad Nagar No land available
3 Ballia Deera Bhagar On either side river Ghaghara
4 Ballia Shivpur Shivpur has submerged in Ghaghara
5 Ballia Shivpur Diyar Numbari No land available
6 Ballia Diara Maniar No.-2 Alignment is Disputed
7 Ballia Beswan Alignment is Disputed
10.3. STATUS OF CONNECTIVITY ACCORDING TO STATE PWD
There is discrepancy in the data of connected habitations in State and Central Government as
the standards followed are different. As in the PMGSY scheme any habitation accessible to
Pucca Road having connecting length less than 0.5 km is considered as connected, by a brick
Road or WBM. However, according to State Government guidelines only those habitations are
considered connected where there is Pucca Bituminous Roads till the first house of a
habitation.
As per the data received from State Government, 1153 habitations with population more than
1000, 5068 habitations with population between 500 to 999, 17835 habitations with population
between 250 and 499 and 19130 habitations with population less than 250 are still pending. In
this way a total of 43186 habitations are pending but as per the report on PMGSY scheme
43112 habitations are pending. The major differences are in the habitations with population
more than 500. According to the PMGSY scheme 695 habitations with population more than
500 are pending, whereas, as per PWD 6221 habitations are pending. The difference observed
in the data is due to the difference in the standards adopted by State and Central Government.
The schedule for connecting habitations with population more than 500 has already been
prepared by the State Government and 3558 habitations will be connected this year for which
approval has been given. Rest of the habitations will be connected by 2014-2015. 680
habitations with population between 250 and 499 have also been approved by NABARD for
connectivity. In this way by 2015, all the habitations with population above 500 will be
connected by Pucca Bituminous Roads except those which are inaccessible or impossible.
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Based on survey by Public Works Department total 43186 habitations are still pending to be
connected and to connect these habitations, District wise allotment of fund will be required.
Summary of Unconnected habitations with PMGSY and UPPWD is given below in Table 10.2.
Table 10.2 STATUS OF CONNECTIVITY (PMGSY & UPPWD)
Category
Total Habitations (as per 2001
Census)
As per PMGSY As per
UPPWD
Remark Connected
(upto Apr-12) Balance
(upto Apr-12)
Habitation Sanctioned (in 12-13)
Balance (Apr-13)
Balance (Apr-13)
1000 > 41322 41315 7 0 7 1153 The diff. in Bal of
PMSGY and
UPPWD un-
connected habitation is due to
change in Standard
followed for connectivity
500 to 999 49573 48855 718 685 33 5068
250 to 499 55616 37731 17885 70 17815 17835
< 250 70051 44843 25208 2 25206 19130
Total 216562 172744 43818 757 43061 43186
The details and summary of habitations to be connected as per UPPWD data collected is
presented below in Tables 10.3 to 10.7.
Table 10.3: SUMMARY OF HABITATIONS TO BE CONNECTED ON BASIS OF SINGLE CONNECTIVITY WITH
CONNECTING ROADS HAVING POPULATION 500 AND ABOVE AS PER CENSUS 2001 WHICH ARE NOT
CONSIDERED IN PMGSY
S.N. Zone No. of unconnected
habitations to be connected with connecting road
Approximate length and cost of connecting road from habitation to the
connecting road
Length (km) Cost (Rs in lakh)
1 Agra 162 136.98 5941.26
2 Allahabad 274 282.10 10778.72
3 Azamgarh 824 653.44 19995.60
4 Bareilly 321 269.73 11007.84
5 Faizabad 1106 1056.60 50074.78
6 Gorakhpur 1425 1360.61 63664.09
7 Jhansi 144 304.28 18839.02
8 Kanpur 209 233.01 7500.41
9 Lucknow 1241 1307.66 57801.46
10 Meerut 56 51.04 1903.18
11 Moradabad 93 89.45 5025.38
12 Varanasi 366 389.66 16627.48
Total State 6221 6134.52 269159.22
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Table 10.4: SUMMARY OF HABITATIONS TO BE CONNECTED ON BASIS OF SINGLE CONNECTIVITY WITH
CONNECTING ROADS HAVING POPULATION BETWEEN 250 TO 499 AS PER CENSUS 2001 WHICH ARE NOT
CONSIDERED IN PMGSY
SN Zone
No. of unconnected habitations to be connected with connecting road
Approximate length and cost of connecting road from habitation to the connecting road
Length (km) Cost (Rs in lakh)
1 Agra 622 481.76 20223.60
2 Azamgarh 2800 1826.88 53868.06
3 Allahabad 1054 960.14 35736.07
4 Kanpur 758 662.40 27844.10
5 Gorakhpur 2842 2294.04 106621.17
6 Jhansi 492 695.18 38719.35
7 Faizabad 4849 4565.32 206204.77
8 Bareilly 389 436.53 19309.93
9 Moradabad 98 95.95 3240.29
10 Meerut 71 67.85 2213.11
11 Lucknow 3319 3401.78 144803.54
12 Varanasi 541 579.18 24048.90
Total State 17835 16067.00 682832.91
Table 10.5: ZONE WISE WORK PLAN SUMMARY OF UNCONNECTED HABITATIONS TO BE CONNECTED
WITH CONNECTING ROADS HAVING POPULATION LESS THAN 250 AS PER CENSUS 2001 WHICH ARE NOT
CONSIDERED IN PMGSY
S.N. ZONE UC HABITATION LENGTH (Km) COST (Lakh)
1 Agra 1441 1489.14 54967.24
2 Azamgarh 646 609.92 14694.19
3 Allahabad 143 151.27 4387.42
4 Kanpur 1220 1534.66 60170.63
5 Gorakhpur 1299 1238.96 43246.46
6 Jhansi 810 980.21 56681.39
7 Faizabad 11373 8183.43 365425.48
8 Bareilly 685 1080.15 40491.96
9 Moradabad 217 410.06 15678.31
10 Meerut 102 162.87 4176.11
11 Lucknow 880 679.84 27450.28
12 Varanasi 314 363.23 11291.79
Total 19130 16883.73 698661.29
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Table 10.6: BLOCK WISE WORK PLAN SUMMARY OF UNCONNECTED HABITATIONS TO BE CONNECTED
WITH CONNECTING ROADS HAVING POPULATION BETWEEN LESS THAN 250 AS PER CENSUS 2001
WHICH ARE NOT CONSIDERED IN PMGSY
S.N. DISTRICT UC HABITATION LENGTH (Km) COST (Lakh)
1 Meerut 7 9.75 329.84
2 Saharanpur 77 127.09 3177.25
3 Muzaffarnagar 10 18.03 450.75
4 Baghpat 0 0.00 0.00
5 Ghaziabad 4 2.90 90.77
6 G.B. Nagar 0 0.00 0.00
7 Bulandsahar 4 5.10 127.50
8 Agra 444 406.16 17845.16
9 Aligarh 49 73.60 3385.60
10 Mahamaya Nagar 93 82.45 3086.93
11 Mathura 85 123.58 4510.67
12 Mainpuri 395 378.85 11269.35
13 Firozabad 105 85.95 1930.15
14 Etah 270 338.55 12939.38
15 Kanshiram Nagar 0 0.00 0.00
16 Jhansi 137 214.45 8756.38
17 Jalaun 25 36.75 2205.00
18 Lalitpur 62 86.70 3682.33
19 Hamirpur 69 86.32 5610.80
20 Mahoba 17 27.78 1237.90
21 Chitrakoot 59 79.63 4264.57
22 Banda 441 448.58 30924.42
23 Moradabad 14 16.75 340.86
24 Rampur 42 69.55 2840.42
25 J.P. Nagar 57 43.26 1277.03
26 Bijnor 104 280.50 11220.00
27 Bareilly 67 90.00 2890.85
28 Pilibhit 47 90.60 3507.13
29 Shahjahanpur 429 721.80 28289.68
30 Badaun 142 177.75 5804.30
31 Kanpur 62 70.13 2848.69
32 Ramabai Nagar 247 251.80 11010.83
33 Auraiyya 188 230.55 6535.71
34 Farukhabad 228 318.51 13459.01
35 Etawah 179 227.62 8538.88
36 Kannauj 316 436.05 17777.52
37 Lucknow 52 78.00 2797.58
38 Unnao 34 47.40 1505.87
39 Sitapur 81 86.86 3135.91
40 Lakhimpur Kheeri 57 77.78 3540.75
41 Hardoi 26 38.00 1427.20
42 Rae Bareilly 630 351.80 15042.97
43 Faizabad 310 372.81 12403.91
44 Barabanki 1046 827.61 33796.09
45 Sultanpur 2872 1799.64 56333.65
46 Gonda 1589 1071.28 39522.29
47 Bahraich 3299 2680.33 164803.50
48 Ambedkar Nagar 77 58.10 1743.00
49 Shrawasti 931 577.40 35367.65
50 Balrampur 1249 796.27 21455.39
51 Azamgarh 291 204.62 4223.81
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S.N. DISTRICT UC HABITATION LENGTH (Km) COST (Lakh)
52 Jaunpur 178 233.38 5360.33
53 Ballia 29 36.10 1213.51
54 Mau 148 135.83 3896.56
55 Gorakhpur 85 89.50 3312.54
56 Deoria 70 60.55 1613.92
57 Kushinagar 25 29.75 1026.37
58 St. Kabir Nagar 135 146.51 5469.31
59 Maharajganj 19 9.54 305.34
60 Basti 377 310.39 10766.60
61 Siddhartha Nagar 588 592.72 20752.38
62 Allahabad 71 89.80 2565.37
63 Pratapgarh 30 25.55 705.40
64 Kaushambhi 13 9.97 337.06
65 Fatehpur 29 25.95 779.59
66 Varanasi 43 61.88 1626.78
67 Mirzapur 57 90.00 2818.80
68 Ghazipur 133 114.25 3655.55
69 Chandauli 26 26.50 937.04
70 Robertsganj 46 61.20 2031.97
71 St. Ravidas Nagar 9 9.40 221.65
Total 19130 16883.73 698661.29
Table 10.7: SUMMARY OF UNCONNECTED HABITATIONS
S.N. Category
No. of unconnected habitations to be connected with connecting road
Approximate length and cost of connecting road from habitation to the connecting road
Length (km) Cost (Rs in lakh)
1 More than 500 6221 6135.42 269181.22
2 250 to 499 17835 12665.21 538029.37
3 Less than 250 19279 16883.73 698661.29
Total 43235 35684.36 1505871.88
35865 15059 crore
Thus total of Rs. 15059 crore will be required to connect the remaining habitations with the
Pucca Bituminous roads. Public Works Department has been preparing and arranging budget
for construction of connecting village roads as per rules.
Year wise summary of fund received by Public Works Department under various schemes is
given below;
S.N. Financial Year Amount
1 2008 & 2009 1044.35
2 2009 & 2010 961.04
3 2010 & 2011 700.05
4 2011 & 2012 777.21
5 2012 & 2013 745.11
6 2013 & 2014 1435.15
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Observing the above budget allocation pattern assuming the receipt it will take about 10 years
to connect all the habitations at the present rate and if it is planned to connect all the
habitations by 2020 various other departments of the State Government will also have to be
included. Other departments involved in road construction other than UPPWD are;
i. Rural Engineering Services
ii. Sugarcane Department
iii. Mandi Parishad
iv. Panchayti Raj
At the State level, as per the sanctioned budget for the above departments, various habitations
shall also be marked. NABARD has also extended loan to State Government for connecting the
villages. As per the NABARD scheme following budget was sanctioned in various financial
years.
As per UPPWD - Year wise received budget by NABARD for connecting habitations
S.N. Financial Year Amount
1 2008 & 2009 234.00
2 2009 & 2010 290.00
3 2010 & 2011 206.36
4 2011 & 2012 410.00
5 2012 & 2013 215.15
6 2013 & 2014 290.15
Provisions of 239 crore have been made to connect habitations in Naxal affected districts and a
provision has also been made for the same during the past few years. An estimated amount of
Rs 200 crore and 31 crore is needed to connect 191 habitations in Sonbhadra and 122
habitations in Chandauli respectively. Request should be made to Government of India to
connect all the habitations of Naxal affected districts.
As per the survey conducted by the Public Works Department a total of 6221 habitations with
population above 500 are remaining to be connected whereas as per PMGSY program the
number of such habitations is 33. To eliminate this error the core network of PMGSY program
needs to be rebuilt and after preparation of the core network all the habitations with populations
above 500 should be connected to PMGSY program. There are 2508 habitations with
population less than 50 are to be connected in cluster and which need fund of approximately
84606 lakh. The consultant’s suggestion is to connect these habitations after regrouping
instead of connecting separately.
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Approximately 35865 km length of road shall be required to connect all habitations. The length
of existing rural roads in the state under Public Works Department and other departments is
127689 km and 125153 km respectively. Therefore the total length of rural roads is 252842 km.
After construction of another 35865 km the total length shall be 288707 km. Funds would have
to be created for maintenance of such big network.
In order to reduce the expenditure required for maintenance, it would be appropriate to
construct cement concrete road to connect the habitations. In view of increasing rates of
bitumen the cost of construction of cement concrete road would be comparable with bituminous
roads and save on maintenance over a period of time.
TARGET OF CONNECTING UNCONNECTED HABITATIONS (PHASE WISE)
S.N.
Target of connecting habitations
Population
Allotted fund
2012 & 2016 More than 500 6221
4967 250 to 500 5945
2016 & 2021 250 to 500 11890
6000 Less than 250 5945
2021 & 2025 Less than 250 13185 4092
15059 crore
Aforesaid information has been collected from officials of headquarters as well as data
collected during in person contact during the study conducted. The details of habitations with
current status and connectivity proposals are being separately submitted to UPPWD as soft
copies.
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IMPLEMENTATION PLAN
11. IMPLEMENTATION PLAN
11.1. PREAMBLE
An efficient, reliable and safe transport system is essential for nurturing rapid economic
growth. In the last decade though there have been significant investments, strategies and
development of robust transport modes, it has not been able to augment the capacity and
has lagged behind the economic needs leading to congestion, asset deterioration and high
level of energy consumption, concomitant pollution and accidents. Rural areas still have
inadequate connectivity especially in State like UP with a predominated rural base and the
share of road traffic continues to grow unabated. Although successive ‘Five Year Plans’
planned and earmarked adequate resources and investment in capacity building measures
still there are gaps. The public sector is mainly and largely responsible for transport
infrastructure development and is facing major resource problem.
In the recent years, economic liberalization has resulted in accelerated growth and
therefore, increasing need for mobility is felt at urban and regional levels. Transport is a
derived demand and we have to match our resources and potential to upgrade the quality
of our road infrastructure. The new economic policies have opened new avenues for private
participation in transport, thus, augmenting resources along with increasing the scope of
commercial orientation to transport operations. At the same time, this development may
lead to greater concentration of industrial location around existing growth centers and
encourage an unrestrained growth in various modes of transport vis-a-vis their social cost.
The augmentation of capacity in the various sectors would require huge investments. While
Public sector would continue to play important role in building transport infrastructure, it is
necessary to involve private sector more aggressively. This will help meet investment deficit
gap in the Infrastructure sector, improve efficiencies and provide competition to Public
Sector players which will in turn lead to better quality of service. While developing
capacities of various modes of transport, the focus would be on modernization and
technological up-gradation. This would be strongly supported by investments in
maintenance of assets to ensure their reliability and continued efficiency.
11.2. IMPLEMENTATION ISSUES
11.2.1. Mode of Financing
It will be practically impossible to take up development of the majority of the high grade
stretches on BOT (Toll) mode. Further, BOT Annuity projects essentially require deferred
payments to be made to the concessionaire from the public funds over a period of years.
The Government needs to view this aspect carefully and recognize that the Government
funding for road infrastructure projects would also require substantial up-scaling, if the
sector is to be developed for broader objective of achieving socio-economic development
and maintaining the targeted growth trajectory.
11.2.2. Mode of Implementation
The present policy of the Government is deciding mode of implementation of road projects
on BOT (Toll), BOT (Annuity) and Item rate / EPC contract basis. This results into lot of
delays in implementation of projects. It is, therefore, desirable that based upon the detailed
project reports, evaluated through a robust review mechanism, State Government may
decide the mode of implementation of the projects upfront so that valuable time is not lost.
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11.2.3. Use of Technologies
The use efficient technological innovations shall be explored to have a real time monitoring
of projects, timely necessary corrective actions, fast decision making, etc. Advanced Traffic
Management System (ATMS) shall be gradually introduced in major stretches.
11.2.4. Packaging
Shelves of projects to be taken up on BOT (Toll) mode may be created: and such Road
Packages may be tried out on pilot basis to design large, economically viable and
technically feasible packages.
VGF funding may have to be pre-approved for certain packages. However given the size of
these packages the VGF amount may be substantial putting a burden on Government
finances. Alternatively/Additionally alongside real estate development may be clubbed into
the packages to improve viability.
11.2.5. Environment & Social Aspects
11.2.5.1. Environmental Aspects
There is necessity to review the existing policy of environmental clearances as this causes
substantial delay in project award and implementation. It may be worthwhile to consider &
de-link the grant of environmental clearance from the forest clearance and exempt
environmental clearance, if widening is within the standard RoW.
It may be in the interest of the projects to prescribe a rational timeline for processing and
finalizing the various clearances. MoEF may also consider enhancing the powers of
Regional Offices of MoEF for granting forest clearance. Standard conditions may be laid for
forest clearance.
It has also been observed that wildlife proposals also take more than 3 years for clearance.
It is proposed that resurfacing, strengthening and widening be allowed on the existing roads
where no diversion is involved. Also, once the approval is granted for certain alignments, for
doing surveys, the proposal should not be rejected subsequently on some other grounds. A
time line is drawn for granting wildlife clearance.
11.2.5.2. Land Acquisition related Issues
Land acquisition is a long drawn process. One of the major reasons for delay in
implementation of road projects is because of the delay in acquisition of Land required for
the project. When the projects are taken up for implementation UPPWD needs to ensure at
least 80 % of the required land is available at the time of award of the projects, with a
requisite information and concrete steps to e taken so that balance 20 % of the land shall
be available within a period reasonable enough so as not to delay the implementation of the
projects as per the stipulations of the Contract / concession agreements (say for e.g.
balance land should be available within Appointed Date for BOT projects or as per
provisions of EPC Agreements so as to enable Contractor to get all the required ‘Work
Fronts’ within stipulated periods, etc.).
The possibility of allowing value added services (Real Estate Development, Recreational
facility etc.) on part of the land acquired for the purpose of developing Highways need to be
explored so that sweetener could be offered to the potential concessionaires for developing
the stretches on BOT (Toll) mode options.
It is of paramount importance to regulate and control the development activities in land
abutting the Right of Way (ROW) so as to ensure availability of adequate clearances,
enhance safety of traffic, obviate possible encroachments of ROW in future, etc.
Accordingly, State legislations are required to be promulgated to this effect. It needs to be
ensured that the Land Acquisition is also amended accordingly in conformity with the same.
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11.2.5.3. Rehabilitation & Resettlement (R&R) of Project affected persons
It needs to be ascertained that a uniform R&R policy is evolved for all types of projects,
applicable to the UP State, so that the compensations offered to the project affected
persons are uniform and not at variance. Necessary legislations are required to be
disseminated considering, its vast socio-economic implications, land severance issues,
consequences due to change in land use, etc., apart from environmental issues. The State
Government may explore the possibility of inducting the affected persons also as
stakeholders in some of the major projects in offering.
11.2.6. Consolidation & Preservation of Road Assets
11.2.6.1. Preservation of Road Assets
UPPWD through its Data Collection Study by Scott Wilson have compiled traffic census
data and road condition data compiled for SH and MDR and needs to be taken up for ODRs
likely to be upgraded in next 5 years so that details are available to them upfront.
A system / model have to be established for the prediction of the functional and structural
condition of pavement, as built, after providing different types of maintenance measures or
rehabilitation treatments. A uniform format should be developed to compile the information
related to Right of Way (ROW) and other assets starting from Panchayat / Block levels, etc.
and compiled for the entire State through its UPPWD administrative Divisions / Zones. The
data can be developed and made available in electronic form with facility for periodic
updating on real time basis; as and when land is acquired to augment the existing ROW;
further, there should be facility to add the inventory almost on real time basis.
It needs to be ensured that there is proactive support from State Administrations and Law
enforcing machineries in the ground to remove encroachments, etc., could be effectively
implemented. Further, District Administrations must ensure, as a part of its overall duties
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and responsibilities, that the provisions of these legislations are not violated. Similar
frameworks may be evolved for all categories of roads.
The huge road asset should be maintained in proper serviceable conditions without
sacrificing their functional requirements. The focus has to gradually shift from traditional
departmental based maintenance also to those based on outsourcing, whereby, the
expertise and skills of the experts available in the construction industry shall be fully
harnessed and utilized to bring in cost effectiveness in maintaining the road assets being
developed at enormous costs in most optimal manner with least maintenance efforts.
Pavement Preservation Strategy’ has to be evolved supported by extensive R&D in the field
including simulations for accelerated testing of pavement performance analysis may also be
done in order to predict long term pavement performances. It is suggested that an Asset
management framework is created that encompasses:
i. Performance matrix and encourage concessionaires to benchmark with best O&M
practices across the world.
ii. Responsibility metrics to assign responsibility to each of the stakeholders in the process
iii. Framework is created for resourcing aggregates: cement, bitumen, POL, etc.
11.2.6.2. Institutionalization of the system of database
The current system of collecting the data on the road-sector is ad-hoc and is not conducive
to taking rational decisions in planning and prioritizing development and maintenance
strategies and programmes. There should be a system for institutionalizing the database for
the road sector. Further, such system should also enable proper integration of the database
of the State level and their storage with adequately equipped data warehousing.
11.2.7. Over Loading of Vehicles
The issue pertaining to plying of overloaded vehicles on highways has been raised from
time to time. Consultants also observed overloading of commercial vehicles on most of the
State Roads during the conduct of primary traffic and travel surveys. Various High Courts
and Supreme Court has categorically made it clear that detection of overloading and
collection of compounding fee does not mean authorization for the overloaded vehicles to
ply. The excess load needs to be necessarily offloaded before allowing the vehicle to
proceed further. Thus the Hon’ble Supreme Court restated the provisions of the Motor
Vehicles Act, 1988 and directed all the States to implement the same in letter and spirit.
The factors cited for inability to enforce the law regarding mandatory off-loading of the
excess loads are such as indivisibility of the load, lack of infrastructure to off-load and store
excess loads etc. Implementation of the following measures may help in solving the
problems:
a. Measures for offloading and handling of the excess load
b. Planning of necessary infrastructures for effective implementation of the policy
c. Financing and Implementation of the policy.
11.3. INSTITUTIONAL DEVELOPMENT ISSUES OF UP PWD
11.3.1. UPPWD - A Brief History
Credit goes to Lord Dalhousie of organizing provincial PWDs in India in place of Military
Boards. UP PWD became fully functional in 1854, looking after Roads, Bridges, Buildings,
Irrigation, Power and Local Self Government engineering works like water supply and
sewerage. It is worthy of note that the Chief Engineer used to be the Secretary PWD, but in
1887 a separate post of Secretary, PWD was created. In subsequent years, subjects like
Irrigation & Power, Water Supply and Sewerage were taken away from the PWD and
Separate organizations were created for these sub-sectors. Thus, PWD retained only the
core function of Buildings and Roads.
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In recent times, some public sector undertakings were set up to look after specialized
functions. These are:
Uttar Pradesh State Bridge Corporation (UPSBC)
Uttar Pradesh Rajkiya Nirman Nigam (UPRNN)
Uttar Pradesh State Highways Authority (UPSHA)
Uttar Pradesh Expressways Industrial Development Authority (UPEIDA)
Other Departments, viz, Rural Engineering Services Department, District Rural
Development Agencies (DRDAs), Mandi Parishads, District Boards, Agriculture department,
Irrigation Department (looking after Canal-Roads) are also engaged in the construction and
maintenance of roads.
11.3.2. Current Functions of UPPWD
i. PWD is responsible for the construction repair and maintenance of roads and State
owned buildings. It is also responsible for other related structures financed from the
State and Central budget allocations in UP.
ii. PWD also carries out construction and repair work for other Government Departments,
Autonomous Bodies, Local Bodies, Boards, Corporations, Trusts, Institutions or
Corporations as deposit works after levying agency charges as per Government rules.
iii. PWD is also responsible for the execution of development, renewal and repair works of
National Highways (NH) within the State of UP. This work is financed through the
Ministry of Shipping, Road Transport and Highways (MoSRTH), Government of India,
after levying agency charges at the rates agreed between the State and Central
Government. The NHs being administered by the National Highways Authority of India
(NHAI) does not come under the purview of the UPPWD.
iv. PWD also takes up construction works of Buildings, Roads and Bridges as Relief
Works in the event of famine and floods. Such works are executed as per UP Famine
Code and rules thereof framed from time to time by the Government.
v. As a construction wing of GoUP, PWD has to undertake the following additional
functions:
- Technical guidance to various Institutions, Local Bodies and other Government
Undertakings, including execution and guidance to Local Bodies and Police
Department about safety for VIP visits and Traffic Management related activities
during special events;
- Research Activities pertaining to Buildings, Roads and Bridges;
- Operating and Maintaining ferry services;
- Works of rostrum and barricading at the time of VIP visit as desired by District
Administration;
- Running and maintenance of Circuit Houses, Rest Houses, and Inspection
Bungalows; realization of rent of Government buildings under PWD; assessment of
rent and valuation of private buildings acquired by the Government on hire or
purchase. Maintenance and upkeep of Minister’s bungalows and Government
residences of MLA’s, MLC's and other office bearers nominated by Government for
Issue of condemnation report of unserviceable Government buildings.
vi. PWD also maintains a register of land, buildings and properties belonging to the
Government under the charge of PWD.
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vii. PWD is also responsible for ensuring that no encroachment or structure, whether
temporary or permanent, shall be erected on the land and property in the charge of
PWD. It shall also be responsible for removal of all such encroachments as per the
rules.
11.3.3. Vision Statement
The Consultants propose that the UP PWD should adopt the following Vision Statement for
Roads governing the road policies and practices for the next 20 years:
‘The road network of Uttar Pradesh will be developed by the year 2031 to provide a well-
developed hierarchy of primary and secondary roads, with surface, free from potholes,
having good riding quality, congestion free, involving private sector in implementation of
construction and maintenance to serve majority of towns and villages, road connecting all
habitation of more than 250 in the line of guidelines of Govt. of India. The road system will
complement other modes of transport and will provide economic, fuel efficient, safe and
quick means of transport. The technology of road construction and maintenance will
maximize the use of local available materials and shall not affect the environment and fully
comply with land acquisition and rehabilitation and resettlement policy of Government’.
11.3.4. SWOT Analysis
Before attempting suggestions for Institutional Development, a brief SWOT Analysis
(Strength/ Weakness/ Opportunities/ Threat) of the UPPWD organisation is presented in
succeeding paragraphs.
11.3.4.1. Strength
Long history of existence
The UPPWD, established in the mid Nineteenth Century, is one of the oldest in the country
and has a long history of evolution, administration and adoption of innovative practices.
High Quality of Engineers
UP State has had the privilege of having some of the best Engineering Colleges of the
Country. The Thompson College of Engineering at Roorkee is one of the oldest and well-
known Engineering Colleges of India. It has now become an Indian Institute of Technology
(IIT). The Civil Engineers passing out from Roorkee have formed the back-bone of the
PWD for several years. Besides Roorkee, the Banaras Hindu University, IIT Kanpur and
NIT Allahabad have contributed to the engineering cadre of UP PWD.
Thus, the quality of engineers in the PWD is of very high standard. Many illustrious
engineers have occupied the post of Chief Engineers/ Engineer-in-Chiefs. This is one of the
major strengths of PWD.
Contribution of UP PWD Engineers in India’s Road and Bridge Building Technology
There are many contributions of UP PWD Engineers in India’s road and bridge building
technology. A selected few of these are:
i. Since UP has a scarcity of stone materials, UP PWD engineers have pioneered the use
of bricks in pavement building. Flat bricks and brick-on-edge have been extensively
used as base courses. Similarly, over-burnt brick ballast (Jhama) has been used for
building up of the sub-base and base courses.
ii. UP PWD has pioneered that use of bricks on the shoulders (patries).
iii. Built-up-spray Grout (BUSG) has been a cheaper specification for strengthening of
pavements. BUSG has been the contribution of UP PWD engineers.
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iv. In the field of well foundations, the contribution of UPPWD engineers in designing has
been outstanding. The determination of scour depth, the active and passive earth
pressures with the details such as cutting edge, well kerb, well cap etc. are all
contribution of UP PWD and has helped in preparing IRC guidelines for design of well
foundation in India. It may be mentioned that well foundations, a unique foundation
technology practised in India, have been the contribution of UPPWD Engineers.
Contribution of UP Bridge Corporation
The high level of knowledge of building bridges available in the PWD led to the setting up of
the UP Bridge Corporation. This organisation, drawing heavily from the core strength of the
PWD, has built several bridges of outstanding nature not only in UP but also in other States
of India and in other countries.
The first major cement concrete pavement
UP PWD can take pride that the first modern cement concrete pavement in India, designed
on the basis of Westerguard analysis, Taylor and Sutherland’s equations and Bradbury’s
equation for temperature stress was laid between Agra and Mathura in the early 1960s.
UP PWD Research Institute
The UP PWD Research Institute has contributed to highway research in India in a large
measure. Many distinguished engineers of national fame have adored the office of the
Director of the Institute.
India’s Road Development Plan (1981-2001) (Lucknow Plan)
The distinction of being named “Lucknow Plan” for the Road Development Plan (1981-
2001) goes to the UPPWD who organised the IRC Session at Lucknow in 1984, deliberated
upon the long-term Road Development Plan and finalised the document. (Ref 1)
Development of Expressways
To UP credit should be given for conceptualizing, planning and construction of the Taj
Expressway on a Public-Private-Partnership basis. The facility is world-class and is
triggering off the development of new townships along its alignment. Several other
Expressways are being planned. No other state in India has drawn up such an ambitious
plan for construction of Expressways.
11.3.4.2. Weaknesses
Absence of Long-Term Plan for Development
So far, the UPPWD have not evolved any long-term strategy and plan for the development
of the roads in the State. Through India’s Road Development Plan, Vision: 2021, prepared
by the Ministry of Road Transport and Highways and published by the Indian Roads
Congress in 2001 (Ref 2) had made the following recommendation:
“Parallel actions need to be taken by the States. These are
i. Preparing the State Road plans for 20 years for the respective State including the
District Master Plan for Rural Road Network after obtaining inputs from the Collector,
Zilla Parishads, Heads of Departments in charge of relevant Sectors
ii. Arranging Local Level discussions of Non-officials and District Level officers through the
Collectors to obtain views / suggestions on the Master Plan at District level and similar
interaction at State Level
iii. Obtaining approval of the State Government to these plans and issue of formal
Government Resolution / Notification authenticating such master plans.
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Though UP has prepared district level rural roads plan, at the instance of the National Rural
Road Development Agency, such plans for other categories of roads (State Highways and
Major District Road) have not so far been prepared. This has been a serious impediment in
developing UP’s Road System. Of course the present study, though belated, is expected to
overcome the past neglect.
Poor Record of Road Safety
Uttar Pradesh has a poor record of road safety. Out of 39,033 fatalities on State Highways
in 2011, UP’s number is the highest at 6,350 deaths (Ref 3). As regards accident severity
(persons killed per 100 accidents), the national average is 28.6, whereas the figure for UP
is 73.5. (Ref 3). Though there are a number of causes that lead to accidents, lack of
engineering measures is a major one, which is the responsibility of the PWD. It is obvious
that the UPPWD has to evolve a practical approach and scientific approach to make their
roads safe.
Absence of Centralised Data on Traffic Census
For planning for improvement of highways, the basic data needed is the classified traffic
volume at a number of selected points on the network. For National Highways, the count
stations are selected and traffic volume counts are taken regularly twice a year. A similar
system should have been adopted by the States. Karnataka state has selected the
permanent count stations on its State Highways, Major District Roads and Rural Roads.
This system has unfortunately not been introduced in the UPPWD. Some results are
available through the efforts of Consultants. But these do not meet the needs of lay-term
planning. After discussions with State engineers they stated that this practised was followed
earlier but was discontinued, thereby, UPPWD does not have the histological traffic census
data to compute the growth trends so that we can forecast the traffic data with elasticity
parameters. This database will also be useful to validate and update the Master Plans on
regular intervals with minimum investments and therefore, save a lot of time and resources.
Absence of Data on Road Inventory and Condition Survey
Though data on road inventory and condition survey is available on a few roads through the
work of Consultants, data on the entire network is not available. In the present study, the
Consultants have put in special efforts to bridge the gap, but it needs to be emphasized that
inventory and condition survey data should be collected on all important roads covered by
the Master Plan.
Maintenance practices are old and not cost-effective
In one of recent studies on Institutional Development of the UPPWD (Ref 4) it is indicated
that out of 85,977 employees of the PWD, gang labour strength is 62,370. Thus 73 per cent
of the PWD staff work as gang labour. It is well recognized that the gang labour system of
road maintenance is a very old system. The gang labour is not fully engaged in the
maintenance operations throughout the day and come for work at their own chosen time.
The tools they have are not efficient. Pot-hole repair mix is prepared in a crude way heating
aggregates on a metal sheet and adding bitumen and mixing with hand tools. Plate
compactors are not available. In short, the gang labour system is not technically efficient
and is not good value for money spent. Many states have stopped recreating gang labour
and have adopted mobile maintenance units mounted on a trailer towed by an agriculture
tractor and having a small emulsion cold mix unit an air compressor, jack hammers, a plate
compactor, a sprayer of emulsion etc.
UPPWD must adopt these modern techniques and gradually do away with the gang labour
system.
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11.3.4.3. Opportunities
Since the State has inadequate, congested poorly designed and maintained road network,
several un-bridged crossings, roads through congested towns and cities which have to be
converted to bypasses, several road-railway crossings where ROBs are needed, the
opportunities for the UPPWD to overcome these deficiencies are immense. The very fact
that UP Govt. have desired a Master Plan to be prepared for the development of roads in
the next 20 years is an indicator of the good intentions of the Government. What is required
is to seize the opportunity and deliver the goods.
11.3.4.4. Threats
The only threat for the implementation of the road development plan is the availability of
total commitment and political will to seize the opportunity. The Consultants earnestly make
a plea to the Government to understand the seriousness of the poor condition of roads in
UP and lend full support to the PWD in implementing the Master Plan in phases over the
next 20 years.
11.3.5. Suggestions for Re-organising the PWD
We again reiterate that the Engineer-in-Chief should be vested with the powers of Secretary
and shall report to the Chief Secretary & Principal Secretary of the State and the PWD
Minister. The suggested organisation with hierarchy is presented in Figure 11.1.
FIG. 11.1 SUGGESTED HIERARCHY FOR PUBLIC WORKS
11.3.5.1. Suggested Structure of PWD
The Engineer-in-Chief will be supported by a number of Chief Engineers. Chief Engineer
(Buildings) and Chief Engineer (Mechanical and Electrical) shall continue as at present. As
regards the Roads Sector, following Chief Engineers are recommended:
i. Chief Engineer (Planning)
ii. Chief Engineer (Externally Funded Projects)
iii. Director, Research Institute
iv. Chief Engineer (Traffic Engineering and Road Safety)
STATE CABINET CHIEF SECRETARY
MINISTER FOR
PUBLIC WORKS
OTHER
MINISTERS
OTHER
MINISTERS
OTHER
MINISTERS
Engineer-in-Chief-cum
Secretary, PWD
Principal Secretary
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v. Chief Engineers of Work Zones
vi. Director, Highway Engineers Training Institute
vii. Chief Finance and Accounts Officer
viii. Chief Engineer, PPP
ix. Chief Engineer, Quality Management
x. Chief Engineer, Rural Roads
xi. Chief Engineer (Designs)
Figure 11.2 presents the suggested organization structure the functions of each constituent
illustrated below:
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Fig. 11.2 ORGANISATION STRUCTURE OF ENGINEER-IN-CHIEF
ENGINEER-IN-CHIEF PWD
Chief Engineer
(Planning)
Chief Engineer
(Externally Funded Projects)
Chief Enginner (Traffic Engineering and Road Safety)
Zonal Chief Engineers Works
Chief Engineer
(Public Private Partnership)
Director Research Institute
Director Highway Engineers Training Institute
Chief Administration, Finance and Accounts
Chief Engineer
(Buildings)
Chief Engineer
(Mechanical and Electrical)
Chief Engineer
(Rural Roads)
Chief Engineer
(Design)
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11.3.5.2. Chief Engineer (Planning)
This position is an important one and the officer is vested with the following functions:
i. To examine the long-term Plan prepared by Consultants and to recommend to the
Government to notify new SHs, MDRs and ODRs. In this process the entire SHs, MDRs
and ODRs should be renumbered on a rational basis.
ii. To phase the investment proposed on the Core Network and Up-gradation into
convenient five year phases, which may coincide with the State’s Five Year Plans.
iii. To prepare the budget outlay for original works for each year.
iv. To collect and update the traffic census and road inventory data on each road included
in the Master Plan.
v. To computerize the entire data pertaining to the PWD. A note on the Computerisation of
the PWD is given in Appendix 11.1.
vi. To handle the work relating to Road Asset Management (RAM). A note on Road Asset
Management is given in Appendix 11.2.
vii. To identify the works to be proposed for (i) External Funding (ii) PPP mode of
implementation.
11.3.5.3. Chief Engineer (Externally Funded Projects)
In UP, several projects can be posed for financing from external funding from agencies
such as the World Bank and Asian Development Bank. Preliminary selection of such
schemes will be suggested by the Chief engineer (Planning). The projects will be further
screened by the Chief Engineer (Externally Funded Projects). The Feasibility Reports and
Detailed Project Report will be got prepared through Consultants conforming to the
guidelines of the funding agencies. Once the projects have been cleared for funding, the
Chief Engineer will prepare Tender Documents, invite bids and award the contracts as per
guidelines of the funding agency. The Chief Engineer will prepare Land Acquisition and
Rehabilitation and Resettlement (R&R) of Project Affected Persons. He will help the
agencies to get Environmental clearance. During the execution stage, the Chief Engineer
will get the works supervised through Consultants. He will be responsible for preparing
progress reports to be sent periodically to the funding agencies. He will ensure that “as
built” drawings and design reports are preserved for future reference.
The projects can be managed through a robust programme by a Programme Management
Consultants – the process which is being recently followed & adopted up by DMICDC for
implementing infrastructure projects in the vicinity of DFC Corridors. This will also be
appreciated by multilateral Funding Agencies like ADB and World Bank.
11.3.5.4. Director, Research Institute
UP is fortunate to have a full-fledged well-equipped Research Institute located adjacent to
the PWD premises. This institute carries out research on all sectors such as roads,
buildings and irrigation. But the bulk of the research is related to roads, and hence the
Consultants suggest that the Research Institute be under the PWD, Engineer-in-Chief and
be headed by an officer of the rank of Chief Engineer. The Consultants recommends that
the following topics be taken up for detailed research on road subjects:
i. Use of cement, lime, flyash, chemicals for stabilisation of roads, thus dispensing with
the use of costly stone aggregates.
ii. Development of procedures for overcoming the drawbacks of sodic soil.
iii. Measures to overcome the “boggy” action commonly noticed in UP.
iv. Use of white-topping as an alternative to bituminous overlays.
v. Study of economics of flexible versus cement concrete pavement for new pavements.
vi. Innovative technology options.
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11.3.5.5. Chief Engineer (Traffic Engineering and Road Safety)
UP has a poor record of road safety. To deal with this serious problem, a separate Chief
Engineer (Traffic Engineering and Road Safety) should be made responsible to deal with
the following issues:
i. Identification of Accident Black Spots and measures to improve the safety
ii. Establishment of Traffic Aid Posts including providing well equipped Ambulances in
critical locations
iii. Conducting Safety Audit of Roads
iv. Analysis of each accident report collected by the Police and analysing the causes and
engineering measures to overcome the deficiencies.
v. Providing street furniture
vi. Providing Rest areas
11.3.5.6. Chief engineer (Work Zones)
Since UP is a large state with over 71 districts, it is preferable to have Zonal Chief
Engineers. This system is already in existence and should be continued. The Zonal Chief
Engineers should be in overall charge of all works within their respective jurisdiction,
including (i) survey and investigations (ii) preparation of DPRs (iii) execution of works (iv)
quality management (v) progress reporting.
11.3.5.7. Director, Highway Engineer’s Training Institute
The Consultants are of the view that the UP PWD engineering cadre should be reorganized
are under:
i. A cadre of Class I and Class II Engineers should be formed in the PWD. Class I
entrants should be recruited through a competitive examination and will join as
Assistant Executive Engineers. They should be promoted as Executive Engineers after
3 years. Class II cadre can be formed of candidates securing lower ranks in the
competitive examination, and will join as Assistant Engineers. These will be eligible to
be promoted as Executive Engineers after 5 years of service. Class II cadre is also
open to diploma holders, who join as overseers/ junior engineers, on the basis of a
fixed quota. The above system is followed successfully in MORTH, CPWD,
Maharashtra PWD and Gujarat PWD.
ii. A systematic training programme should be instituted in the PWD. A Highway
Engineers Training Institute should be set up on the lines of NITHE (now called Indian
Academy of Highway Engineers-IAHE) in NOIDA, Delhi and Training centres in
Maharashtra and Gujarat and CPWD. The training should cover at entry training & in-
service training at various levels
The UPPWD should also depute its engineers to the training programmes being offered by
NITHE (IAHE) and CRRI. The Training Institute should be headed by a Director of the rank
of a Chief Engineer. The UPPWD should formulate guidelines for review of its cadre as
suggested at (i) above and get the same approved by the Government at an early date.
11.3.5.8. Chief Finance and Accounts Officer
The officer shall be responsible for the following tasks:
- Budgeting for original works and maintenance works.
- Mobilisation of resources, their disbursements and appropriate accounting.
- Management of the Road Fund, interacting with other members of the Committee
appointed for the purpose.
- All the accounting procedure should be computerised.
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11.3.5.9. Chief Engineer, PPP
It is abundantly clear that the funds required for the modernization and maintenance of UP’s
roads are huge and the requirements cannot be met with from budgetary resources alone.
The one promising alternative is to involve the private sector to participate in the process
through various options such as: BOT (Build Operate and Transfer), DBFO ( Design, Build,
Finance and Operate), Annuity Payments & Output and Performance Based Maintenance
Contracts.
11.3.5.10. Chief Engineer (Quality Management)
Quality Management of road works which will be taken up on a large scale in the coming
year is a matter of great importance. Quality Management is achieved in three different
tiers:
First Tier: Contractor exercises quality control measures.
Second Tier: The supervisory staff (either PWD engineers or supervisory consultant)
makes independent checks and carry out independent tests.
Third Tier: The entire set of test results available from Tier 1 and Tier 2 are analysed at a
central place, and some random tests are conducted.
It is for the third tier that a Chief Engineer is separately earmarked and is in charge of the
total quality management. The random checks by the Chief Engineer at Tier 3 will instil a
sense of responsibility at Tiers 1 and 2 and will make the tests authentic.
11.3.5.11. Chief Engineer (Rural Roads)
Rural Roads under PMGSY programme, NABARD funding and other sources are currently
being looked after by various agencies. It is felt that the entire Rural Road programme be
centralized with a Chief Engineer in charge.
11.3.5.12. Chief Engineer (design)
Most of the progressive PWDs in the country have a Central Design Office (CDO) where
complicated designs of bridges, fly-overs, highway elements are carried out. It is strongly
recommended that the UPPWD also set up a Central Design Office under a Chief Engineer
(Design) to whom the various PWD engineers can request for assistance in evolving
complicated designs. The CDO will be the repository of the best and latest developments in
design.
References
i. Road Development Plan for India (1981-2001) (Lucknow Plan), Published by the Indian Roads
Congress, New Delhi, 1984.
ii. Road Development Plan, Vision: 2021, Ministry of Road Transport & Highways, Published by the
Indian Roads Congress, New Delhi, 2001.
iii. Road Accidents in India, 2011, Ministry of Road Transport & Highways, Transport Research
Wing, New Delhi, 2012.
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Appendix 11.1
COMPUTERISATION OF PWD
A quantum jump in the functioning of the UPPWD can be achieved by computerisation of its working in a modern way so that the public works can be delivered timely and cost-effectively and transparently. The Consultants strongly advocate a project of computerisation of the PWD to be taken up on the lines of the Assam PWD Computerisation Project (APCP) which is a major land-mark in PWD’s working in India. The Project can be posed for funding from the World Bank.
The computerisation will lead to:
Standardised work activities
i. efficient flow processes for approvals, with lesser paper work and clear lines of communication
ii. data base with easy accessibility by the headquarters and field offices for all project related activities
iii. improved project management including planning, scheduling, contract supervision, execution and resource utilisation
iv. improved road maintenance management
v. efficient procurement of services of consultants, contractors and vendors
vi. reduction in physical travel of officials within the state for frequent meetings, particularly of Executive Engineers and Superintending Engineers
vii. transparency in the activities of the PWD with provision for enabling public interface
viii. improved services to the other Government Departments (Finance, Planning, Transport, etc.)
ix. assistance in tendering
- prepare Specifications, BOQ items for bids - receive quotations - technical evaluation - compare financial bids - issue Letter of Acceptance, Work Order
x. assistance in Project Management
- create project details such as cost, contract value, time schedule - create budget - interface PRIMAVERA software for project management
xi. assistance in Finance and Accounting
- create and maintain finance budget - generate bills, invoice - payment to Contractors/ vendors - receive rents, hire charges etc. - maintain bank accounts
xii. assistance in DPR preparation
- prepare estimates - accord Administrative Approval and Technical Sanction
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xiii. assistance in Asset Management
- create and update road inventory - create annual maintenance programme - distribute maintenance budget - prepare DPR for contract maintenance work
xiv. assistance in Quality Control
- create and maintain Quality Register - take action on non-conformance - track action taken
xv. assistance in Inventory and Store
- create and maintain inventory - maintain divisional/ central store - issue to projects - return from projects
xvi. maintain web connection between field offices and Headquarters
xvii. GIS data on road inventory
xviii. to store As-built drawings of a Project
xix. to preserve topographic data, designs, ROW data
xx. to preserve all relevant Codes, Guidelines and Specifications so that Engineers can access it from any site
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Appendix 11.2
ROAD ASSET MANAGEMENT (RAM)
The large network of roads and their components (land, bridges, traffic aids, pavement,
equipment etc.) represent huge assets of the Government. The optimisation of the
preservation, upgradation and timely replacement of the assets through cost-effective
management, programming and resource allocation on business principles should receive
the GOUP’s attention. The Consultants strongly recommend the GOUP to start a project to
adopt a RAM which will consist of:
- enunciation of goals
- inventory of assets
- valuation of assets
- quantitative condition and performance measures
- performance prediction models
- links to the budget
- engineering and economic analysis tools
- presentation of outputs
- continuous feedback procedures
The Consultants recommend that this project can be made a component of World Bank
Funding.
11.4. PUBLIC PRIVATE PARTNERSHIP (PPP) POTENTIAL
11.4.1. Introduction
Transport share spending as a share of total public investment in India has been declining
steadily over the years and as a result, there is a severe shortage of public funds available
for road construction and maintenance. Private financing for road improvements thus
constitutes a critical element of NHAI’s strategy for funding projects under the NHDP and
the Government of India has introduced a number of policy initiatives aimed at encouraging
the level of International, as well as, domestic private sector participation in the construction
and maintenance of roads on various PPP formats.
Figure 11.3 - illustrates the framework for assessing the potential of a transportation project
to be delivered as a PPP. This framework includes both the contextual factors and various
institutional issues likely to be encountered in developing and implementing a PPP project.
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Figure 11.3: FRAMEWORK FOR PPP POTENTIAL ASSESSMENT
11.4.2. Appraisal of State Road Fund Policies
We have noted that the UP State have taken a number of initiatives in this direction, such
as:
- UP Road Development Policy (2012 Recent)
- Guidelines for BOT Policy (1998)
- Creation of the State Road Fund (1998)
- UP State Highway Authority (2004)
The strategy that UP Govt. intends to adopt is the creation of separate infrastructure
development department for innovative & transparent PPP initiatives. The Government has
formulated detailed guideline for all aspects of PPP.
11.4.3. State Road Sector
State Highways (SHs) and Major District Roads (MDRs) constitute the secondary system of
road transportation in the country. State roads carry heavy to medium traffic. It is assessed
that the secondary system carries about 40 percent of the total road traffic.
The status of MDRs is particularly worrisome. One of the main reasons for this is that the
funds made available for these roads are inadequate. Some of the major constraints faced
by the State in the execution of the programmes;
(i) Lack of Policy and Planning
(ii) Control on Pre-Construction Activities
(iii) Capacity Constraints
(iv) Lack of Finances
(v) Weaknesses of Consultancy and Contracting Industry.
11.4.4. Planning for the Future
The recommendations of 12th Five Year Plan have focussed on Stae Highways
Development and suggested that there is a need now to identify a Core Network of major
arterial routes. It is important that Core road network should have a Corridor Concept.
Holistic planning needs to be undertaken professionally through proven expertise, involving
SH and MDR under this concept. It should be possible for traffic to move at an average
Potential for PPP
Institutional Context
Project Type & Scale
Stages of Project
Development Cycle
Nature - Level of Private Sector
Involvement
Sources of Funding
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speed of 60-70 km per hour, so that commercial vehicles being the carriers of economy can
cover a distance of 500 to 600 km in one day.
The ‘Core Network’ of State Roads should, essentially, comprise of SHs and MDRs, which
have high volumes of traffic or have such potential. Further, entire length of existing 4-lanes
and stretches on which 4-laning of SHs and MDRs are being / to be undertaken should
essentially be part of the “Core Network”. All SHs / MDRs having traffic beyond a certain
threshold (say e.g. about 5,000 PCUs per day AADT at present) may also be included
under ‘Core Network’. Surfacing and 2-laning of such roads under “Core Network” may be
done on priority, if already not done. Priority may be given for development of “Core
Network”. Further, priority may be given for roads under ‘Core Network’ for their future up-
gradation as National Highways.
The 12th Five Year Plan also envisages alike NHDP, States should formulate ‘State Road
Development Programme/Project (SRDP) to be developed in defined phases. The total
network of SHs and MDRs should be identified by each State as a long-term vision
(preferably by 2031). The policy should be to cover the entire “Core Network” under this
programme as far as possible.
In relation to protection of environment the Concept of Green Highways is another initiative
that can be appropriately planned and designed. States may take up some Pilot projects
and implement the same.
11.4.5. Strategies for Implementing State Roads through PPP
The Central Government has created a window for providing viability gap funding (VGF) up
to an amount of 20 percent of the project cost. Additional cost of 20% of project cost can be
provided by the State Government to the private entrepreneur. By a careful concession
design and phased approach for development, it should be possible to cover some part of
SHDP through private sector financing by leveraging the budgetary resources. State
Highway Development Plan (SHDP) would need the support of the Government Budget.
For this, the support of the World Bank/ADB towards financing of these roads needs to
continue. Preparing a blue print of identified major State Road Sections for PPP, PSP will
help the State to achieve its part financing needs. Implementing the projects would enable
State to achieve its growth objectives.
BOT (Annuity) Models being currently practiced needs a review with respect to cost and
level of service vis-a-vis Government regular budgeted and Externally-Aided projects. This
will help to firm up clear opinion. There has been hesitancy from some State Governments
on annuity type of projects, as it is generally considered as a form of deferred liability.
Undertaking study across all the States and Government agencies will not only help in
taking an opinion but also will enable formulation of guidelines for deciding on the extent of
such projects.
The Planning Commission has formulated a Model Concession Agreement (MCA) for
undertaking capacity augmentation of National Highways and State Highways on BOT
basis. This agreement provides for a sound legal framework and addresses the concerns of
various stakeholders in a balanced manner. They have also standardized the documents
on procurement of projects as also procurement of services of technical, financial and legal
advisors. The State Government may continue to take advantage of these documents with
slight modifications relevant to their environment. The Model Concession Agreement (MCA)
has to evolve on continuous basis through a process of consultation with all the
stakeholders.
Some of the key financing issues faced by the State are due to underdeveloped bond
market which has constrained PPP road projects to mainly depend on debt from
commercial banks. What we lack is the presence of long-term savings institutions, such as
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insurance companies and pension funds having long-term liabilities, with appetite for long-
term debt instruments in PPP project funding. Commercial banks are also increasing facing
limits on their exposure to infrastructure sector, which also affect funding of road PPP
projects. Commercial banks also face issue of asset liability mismatch as PPP projects
require long term funding. Debt to road PPP projects is classified as unsecured by
commercial banks since no tangible physical security is available to lenders. Due to this
such debts carry higher interest rates and quantum limitations.
The State may also explore other sources of revenue for PPP projects such as advertising,
real estate development, way side amenities, mobile towers, additional stamp duty on road
side properties etc. The implementing recommendations of committees on financing of PPP
infrastructure projects and other related initiatives which are being debated with the
stakeholders may also be referred by various expertise(s) and debated all over.
Alternatively, if the State Government desires it can involve experts to evaluate the
procedures and study ‘Project Specific Value for Money (VFM) Analysis to decide on the
maximum level of Government support for the project rather than restricting to a general
cap of 40% of total project cost.
11.4.5.1. Monitoring Performance of Private Developers
The various Performance Indicators for Monitoring can be categorised as;
Timeliness: Timeliness of tasks and reporting
Value for Money: cost justifies the quality and work output as per market standards and
best practices.
Quality: work meets standards and requirements
Responsiveness: coordination with awarding Authority and ability to find win-win situations
Reputation: Market reputation and perception
Experience and Skills: Level of experience and skills suitable for work.
Capacity: Resources and organization capacity varying with variety and size of work
Dispute History: track record in disputes and litigious nature.
11.4.6. Review of PPP Initiatives in Other States in India
A sound infrastructural foundation is the key to the overall socio-economic development of
a State. Availability of adequate and efficient infrastructural set up not only promotes rapid
industrialization, but also improves the quality of life of the people. This sector includes
railways, roadways, ports, aviation, power, telecommunication, etc. The Central, as well as,
few State Governments have successfully harnessed private sector partnerships in road
development in India. Though, recently due to economic slowdown the overall enthusiasm
has ebbed and we look forward to lessons learnt from earlier innovations and new set
guidelines will emerge with more explicit risk sharing elements between Government and
Private sector so that participation will be more resolute with definite contributions.
11.4.6.1. State Level Initiatives in PPP
- A substantial share of PPP projects are being funded through multi-lateral assistance,
state budgetary support etc.
- Projects being taken up through PPP are increasing in size/investment
- VGF has enabled taking up of State Level projects that would have, otherwise been
commercially unviable
- Funding for State Sector Road Projects an issue and lenders concern driven by lower
credit worthiness of most of the State Authorities vis-à-vis National Authorities, lack of
homogeneity in procedures adopted by various States.
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The leading users of PPP in road sector have been Rajasthan, Andhra Pradesh, Karnataka
and Tamil Nadu. In this section we have described some PPP initiatives taken at State level
for the implementation of road projects:
RAJASTHAN
Announced State Road Policy in 1994 to facilitate the entry of private sector in roads.
Rajasthan Road Development Act was enacted in 2002 to encourage greater level of participation of private sector in the development of road sector
State Road Development Fund Act, 2004 enacted under which non-lapsable State Road Fund (SRF) created by levy of 50 paisa cess on petrol / diesel. SRF is being leveraged to take up large / mega State Highways project.
MADHYA PRADESH
Madhya Pradesh has constituted a State Level Committee (SLC) under the chairmanship of the Chief Secretary for all infrastructure projects being undertaken in PPP mode. All PPP Projects requiring VGF require approval of SLC.
To offer a proper financial support to public private partnerships in infrastructure, the central government has devised a scheme known as VGF (Viability Gap Funding). Under this, the central government provides a grant up to 20% for infrastructure projects.
To address the acute shortage of funds for repair and maintenance of roads, in September 2001 the Government of Madhya Pradesh decided to utilize the Mandi Funds (created for development of roads for Krishi Upaj Mandi Market area) for repair and maintenance of State roads
The Government of Madhya Pradesh (GOMP) issued a Gazette notification on 15 March 2000 to levy a market fee of 2 per cent on every sale of “agriculture produce” brought from outside the State or that were sold in the State. The fees was to be collected by Mandi Committees and were to deposit 85 per cent of the fee to the MP State Agriculture Marketing Board (Board) under the head “Kisan Sadak Nidhi” (Mandi Funds) for development of roads of Krishi Upaj Mandi Market area and balance 15 percent was to be retained by the board for agriculture research and infrastructure development.
MAHARASHTRA
The Government of Maharashtra has finalized its policy and procedures for taking up the road projects through private sector participation. The salient features are as follows:
A Cabinet Sub-Committee is formed to take fast decisions related with infrastructure projects.
Powers of approving privatization projects costing up to Rs. 25 crore are delegated to the P.W. Department. For projects costing more than Rs. 25 crore, approval from the Cabinet Sub Committee is taken.
The Bombay Motor Vehicles Tax Act (Sec. 20) is amended to make it possible for the Entrepreneur to collect toll.
The Government has finalized its Toll Policy. The toll rates for different category of vehicles have been fixed for a block of 3 years with the increase of 6% per annum to be effected after every 3 years.
Separate Toll structures for projects costing up to 20 crores and for projects costing from 20-75 crore have been finalized. For projects costing more than 75 crore toll rates are fixed for individual projects.
The Government has also decided to provide viability gap funding to the proposal under Public Private Participation. The Works costing Rs. 864 crore with viability gap funding of Rs. 351 crore have recently been approved under this scheme. To expedite the decision, for projects to be taken through privatization a separate cell has been created in the P.W. Department at Government level.
KERALA
Created Kerala Road Fund in 2001.
The objective was to mobilize non-budgetary resources for the development and maintenance of the state road network
The Kerala Road Fund was created to demonstrate greater commitment to the development and maintenance of the PWD road network and to mobilize greater non-budgetary resources
TAMIL NADU
Formed Tamil Nadu Road Development Company (TNRDC), a JV of TIDCO and IL&FS (50:50) to develop road projects
East Coast road project developed on PPP
PUNJAB
Formed an apex body for overall planning for infrastructure sectors
Designated as PPP cell for infrastructure development in Punjab
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Provide a regulatory framework to attract private investments into the infrastructure sectors and act as a single window clearance.
Levy cess on food grains through their market committees and the proceeds are utilized for the construction of link roads and their maintenance in rural areas
Some states in India levy cess on food grains through their market committees and the
proceeds are utilized for the construction of link roads and their maintenance in rural areas.
The states of Punjab and Haryana started these practices in the early 1970s. Rajasthan
followed immediately thereafter. Uttar Pradesh and Madhya Pradesh have also joined such
moves. Funds in such cases are managed by market committee boards. In the sugar-cane
belts of some states, sugar cooperatives contribute funds for repair and maintenance of
roads. Similarly, in coal field areas, mining authorities contribute towards road rehabilitation
and maintenance. Some States levy additional charges on road users in various ways to
generate extra revenue for the road development:
- Uttar Pradesh: Entry tax of 4 per cent on value of goods brought in State territory
Additional sales tax of 4 per cent on diesel and 6 per cent on petrol for road sector
- Maharashtra: Cess of Rs. 1 per litre on petrol and diesel
- West Bengal: Cess of Rs. 1 per litre on petrol and diesel
- Madhya Pradesh: Surcharge of 15 per cent on petrol and diesel
11.4.7. NH Policy (Draft) for PPP
In order to meet the huge investment requirements in the sector, Government has taken a
number of measures to attract private sector participation. The Central Government has
amended the NH Act to permit private entrepreneurs to undertake NH projects on a BOT
basis. The salient features of the MORTH policy on private sector participation are as
follows:
- The policy of privatisation will be implemented by the NHAI and in exceptional cases by
the State Public Works Departments.
- The basic principles in identification of NH projects for private investments would be
that the project is an approved project of the Ministry of Road Transport & Highways
and it is capable of yielding adequate financial return.
- The Government will provide support by carrying out all preparatory works, such as:
- Feasibility study
- Land for right-of-way and road side facilities
- Relocation of utility services
- Cutting of trees
- Removal of encroachments and resettlements and rehabilitation of persons
affected from the projects. Depending upon financial viability, the cost for the
above activities may be recouped from the project.
- Suitable traffic support/guarantee will be provided on a case to case basis.
- Exemption will be given from import duty on identified high quality construction plant
and equipment.
- Foreign Direct Investments up to 74 per cent would be permitted automatically. Beyond
that, proposals would need clearance of the Foreign Investment Promotion Board.
- A five year tax holiday is available followed by a further five year period of 30 percent
exemption and this concession can be availed of in any 10 consecutive years during
the first 20 years of operation. (Section 80 IA (12) (ca) of the Income Tax Act, 1961).
- Up to 40 percent may be excluded from Income Tax of the income derived by financial
institutions from finance they provide for infrastructure projects.
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- Exemption is available from Income Tax on the income from dividend and interest on
long term capital gain derived from investments in the form of shares or long term
finance to any enterprise set up to develop, maintain and operate an infrastructure
facility.
- Subscription to equity shares and debentures are eligible for deductions under Section
99 of the Income Tax Act.
- Real estate development can be made integral part of BOT projects to enhance their
financial viability.
- NHAI can provide capital grants to be developers of a road project for project cost on
case to case basis.
- NHAI can participate up to 30 per cent of total equity of a company floated to develop a
road project.
- The ownership of the land for the highway construction and roadside facilities would
continue to vest in Government. Mortgaging and subleasing of this land for raising
finances is not allowed. However, land will be given on lease to entrepreneurs.
- There will be provision of unified check barriers at the inter-state borders for the use of
all government authorities. Such barriers would be located outside the right-of-way with
proper entry/exit layout.
- Disputes resolution and arbitration would be under the Indian Arbitration and
Conciliation Act, 1996. (It incorporates UNCITRAL provisions).
- Entrepreneurs would be protected against force majeure situations including political,
non-political and legislative changes.
- There will be a standard concession agreement, which addresses the concerns of
various stake holders in the project.
11.4.8. PPP on State Highways
Having seen the success of National Highways PPPs, State Governments too have used
the models adopted by NHAI. The typical PPP contract structures include BOT (Toll) and
BOT (Annuity). Recently, states like Tamil Nadu and Karnataka have gone a step ahead
and adopted innovative PPP models which have not been tried at the Central Level. Tamil
Nadu has adopted a hybrid annuity model for its Outer Ring Road project near Chennai.
The hybrid PPP model for the Greenfield project comprises both grant and annuity. The
State would provide the developer a project support fund during construction and semi
annuity during the operations period. Similarly, Karnataka has adopted the hybrid annuity
model for the upcoming four projects under the KSHIP (Karnataka State Highway
Improvement Project) programme being funded by the World Bank. The government would
pay 50% of the construction cost during construction and pay annuity during operations.
In the case of a PPP project, the private sector has a borrowing cost which is higher than
that of a State Government. Hence, a fraction of the cost on project financing in case of
hybrid annuity is less than the normal annuity framework. In the annuity model, the entire
cost of project is financed at the cost of capital of the developer. The annuity receivable by
the developer has to be higher to meet the return expectation which is over and above the
cost of capital.
11.4.9. Recent Empanelment Initiatives by NHAI
Initiatives such as annual pre-qualification of applicants and e-tendering have been
welcomed by the industry. Annual pre-qualification is a process adopted by NHAI recently.
Earlier, developers were asked to submit applications for qualification for each and every
project. That not only made the process repetitive adding to redundancy but also resulted in
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a lot of time being consumed in this task. NHAI, with the advent of request for annual
qualification (RFAQ) process, has released a list of developers who have been adjudged as
qualified for the year with the cost of projects for which they can submit bids. This has
reduced a lot of paper work without compromising the transparency of the bidding process.
With players becoming more and more aggressive in bidding for road projects, developers
feel that the annual qualification process has helped them assess competition better.
Developers also feel that they are able to assess the appetite of each other developer(s) in
bidding for highway projects.
In addition, the e-tendering mode of submission of bids too has reduced paperwork to a
greater extent. The option for making payment for purchase of applications has also been
made available online to the developer.
11.4.10. Evaluation of Various PPP Models
Public Private Partnerships (PPP) is being regarded as the most viable mode for execution
of infrastructure project at the Central & State level. PPP enable various agencies
responsible for surface transportation infrastructure to involve private firms to a greater
extent performing various functions. The private sector is better able to accomplish while
retaining those functions the public sector is best at performing. Figure 11.4 below
summarizes the major phases that comprise the delivery of infrastructure projects and the
relevant PPP formats.
The PPP models vary from short term simple management contracts (with or without
investment requirements) to long term form. These models vary mainly by:
- Ownership of capital assets
- Responsibility for investment
- Assumption of risks
- Duration of contract
The PPP models can be broadly classified into four categories as discussed below:
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Figure 11.4 MAJOR PHASES OF ROAD PROJECT DEVELOPMENT & DELIVERY
Pre-
planning &
Acquisition
Finance Design Construction Operation &
Maintenance
Upkeep &
Improvements
Specialized
Consultants
Design-Build Private Ownership
of Assets
Design-Build-Operate-Maintain
DBFO / BTO / BOT / BOO / BOOT
Design-Build-Finance-Operate/ Built-Transfer-Operate/Build-Operate-Transfer
Build-Own-Operate/Build-Own-Operate-Transfer
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Management Contracts:
A management contract is a contractual arrangement for the management of a part or
whole of a public enterprise by the private sector. Management contracts allow private
sector skills to be brought into service design and delivery, operational control, labour
management and equipment procurement. However, the public sector retains the
ownership of facility and equipment. The private sector is provided specified responsibilities
concerning a service and is generally not asked to assume commercial risk. The private
contractor is paid a fee to manage and operate services. Normally, payment of such fees is
performance-based. Usually, the contract period is short, typically two to five years.
Turnkey:
Turnkey is a traditional public sector procurement model for infrastructure facilities.
Generally, a private contractor is selected through a bidding process. The private contractor
designs and builds a facility for a fixed fee, rate or total cost, which is one of the key criteria
in selecting the winning bid. The contractor assumes risks involved in the design and
construction phases. The scale of investment by the private sector is generally low and for
a short-term. Typically, in this type of arrangement there is no strong incentive for early
completion of a project. This type of private sector participation is also known as
Design & Build.
Lease:
In this category of arrangement an operator (the leaseholder) is responsible for operating
and maintaining the infrastructure facility and services, but generally the operator is not
required to make any large investment. However, often this model is applied in combination
with other models such as build-rehabilitate-operate-transfer. In such a case, the contract
period is generally much longer and the private sector is required to make a significant level
of investment.
Concessions:
In this form of PPP, the Government defines and grants specific rights to an entity (usually
a private company) to build and operate a facility for a fixed period of time. The Government
may retain the ultimate ownership of the facility and/or right to supply the services. In
concessions, payments can take place both ways: concessionaire pays to government for
the concession rights and the government may also pay the concessionaire, which it
provides under the agreement to meet certain specific conditions. Typical concession
periods range between 5 to 50 years. It may be noted that in a concession model of PPP,
an SPV may not always be necessary. The various types of concession agreement or
arrangements with their variations and combinations may be arrived at by the Government
Agency or Local Authority for undertaking infrastructure projects:
- Build-and-Transfer (BT)
- Build-Lease-Transfer (BLT)
- Build-Operate- Transfer (BOT)
- Build-Own-and-Operate (BOO)
- Build-Own-Operate-Transfer (BOOT)
- Build-Transfer- Operate (BTO)
- Contract-Add- Operate (CAO)
- Develop-Operate-Transfer (DOT)
- Rehabilitate-Operate-Transfer (ROT)
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- Rehabilitate-Own-Operate (ROO)
Consultants recommend the following strategy (flow chart) to set up a viable PPP
procedure suitable to road system and conditions in Uttar Pradesh.
Viability of road transport project as a PPP depends on number of factors that relate to the
legal and institutional environment within which the project will be developed and the
specific attributes of the project itself. The criterion that is deemed necessary to assess the
suitability of project for development using PPP approach and its likelihood success are
listed below:
The consultants have screened and listed the road projects that could be taken up for PPP.
Once the roads are identified the next step will be to develop model packages for different
road sections to be taken up for PPP with bundling and unbundling of packages. The exact
viability can only be assessed after the preparation of detailed project reports and phasing
of investments and returns.
11.4.11. Specific Issues on PPP
11.4.11.1. Alternate Revenue Mechanisms
Alternative revenue sources could be explored from;
i. Advertisement rights
ii. Allow real estate development along the Highway Corridor, especially large townships
connecting the terminal ends of the sections
iii. Way side amenities and fee from ROW users like fiber optic cables, mobile towers etc.
Threshold Criteria for
Considering PPPs
Decision Factors for
Selecting PPP Approach
Project Scale
Project size in terms of cost and finance
Public Demand
Economic development potential
Satisfy transportation mobility need
Project Stage & Risk Profile
Preliminary concept planning
Responsibilities of public sector
Project Revenue & Funding Potential
Tolls, availability payments, joint development, ROW
Preliminary
project
planning
Establish
Eligibility of
project for
PPP
Preliminary
project
planning
Solicit
proposals
from short
listed
prospective
private
providers
Select best
developer/
private
player
Establish
PPP
agreeme
nt with
contract
term
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11.4.11.2. Environmental, Forest & Wildlife Clearances
It has been observed that various PPP projects face issues relating to delays in receiving
environmental, forest or wild life clearances and permission to cut trees etc. Process for
taking such clearances from concerned department at State level should be initiated at an
early stage of the project cycle.
11.4.11.3. Need for a Regulator
There is no independent regulatory authority for Roads & Highways Sector. Current
arrangement results in a potential conflict as the rule making body is also the implementing
body and there is no independent assessment of its performance across various
parameters. Potential Key functions of the Regulator could be;
- Tariff Setting
- Regulation of Service Quality
- Assessment of Concessionaire Claims
- Collection and Dissemination of Sector Information
- Service-Level Benchmarks
- Monitoring Compliance of Concession Agreements
11.4.11.4. Capacity Building Initiatives
Some of the key considerations for the same are:
- Enhancing cross-functional understanding in implementation agencies through training
and development programmes
- Restructuring of Government Institution in order to best use and develop capacity to
raise resources, vendor management, concessionaire management and
implementation of projects
- Segregating project implementation from project formulation and therefore, the need for
a separate procurement division.
- Decentralization of power and enhanced availability of skill manpower at regional levels
- Adoption of professional management principles and manpower
- Creation of databases as policy and decision support system
- Development of streamlined processes & systems leveraging information technology.
- Better synchronization between State level agencies and disciplines for sharing
resources and knowledge
- Training policy focusing on needs of training at entry, on job site and periodic refresher
courses.
- Encouraging Engineering and Technical Institutions to attract students in Highway
Engineering Profession with skill sets in Finance and Management besides
Engineering.
- Respective institutions to carry out Training Needs Analysis to identify the skill gaps
with a definite and approved training calendar.
- Involvement of contractors / developers in developing skilled resource pool on a
sustainable basis.
- Apprenticeship development by contractors/developers with provisions for subsequently
deploying trained manpower to authorities. Allow only trained technicians from the
concessionaires in the field jobs in addition to engineering pool strengths.
11.4.11.5. Tolling Issues
Government
The ‘Road Pricing’ and ‘Rate of User Fee’ should be fixed purely on the basis of the
benefits accruing to the users on account of up-gradation of the facility as compared to
existing facility. The Government may also consider undertaking a sound ‘Cost Allocation
Study’ of providing and maintaining roads due to cars, buses and trucks.
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- The existing policy of fixation of toll rates needs to be reviewed especially for 2-lane
sections and bypasses, permanent bridges, etc. Being upgraded
- Similarly, the reduction in rate of tolling after recovery of capital cost for public funded
projects or after expiry of the concession period for private investment projects need to
be reviewed.
- Standardizing electronic and cash tolling system by using RFID based tolling for
electronic toll collection and one toll card for toll payment across all/major toll plazas.
- Weigh in motion systems should be used as primary overweight detection equipment,
which should divert only the overweight vehicles to static scale systems.
- To develop holistic approach towards toll road management and ensure proper
maintenance and timely overhauling of tolling system
- Leakage in tolling is a cause of serious concern, full automation of tolling should be
planned and implemented at all levels
- Electronic Toll collection (ETC) system need to be progressively introduced in all the
sections in order to avoid congestions at toll plazas and facilitate smooth flow of traffic.
- If the system is fully access controlled ‘Closed System’ of tolling need to be introduced
- The “Congestion Pricing” policy may be adopted for levy of additional toll, especially for
Heavy Goods Vehicles (HGVs). This would enable collection of additional revenue, help
in protecting environment and maintaining the life span of road.
- In case of significant and unexpected increase in traffic on any stretch under DBFOT
(toll), the upside is partially shared with the Authority. Such sharing is linked with the
capacity of the road and in such situation the project anyways faces issues relating to
service levels, capacity augmentation and termination. A suitable methodology is
required to be devised so that such upside can be effectively shared with the Authority
without unfavourably affecting the rights of the Concessionaire.
Private Concessionaire
- There is leakages in toll collections because of presence of alternate routes to various
stretches
- In extreme situations, it is difficult to take a decision from user benefit perspective as
viability & profitability of project is directly linked to toll collections
- Changes in traffic profile & level based on decisions of various Government agencies
relating to development of region, development of alternate roads, support to economic
activities etc.
Users
- Users’ willingness to pay affected by factors including socio-economic compulsions
- Modal Concession Agreements provide for partial linkage of toll rates with Wholesale
Price Index (WPI) over and above some fixed increment every year. Such continuous
increase in toll rates might not be always acceptable to users especially when it is not
linked to service levels.
- Users are required to pay the toll rates applicable on roads even during the construction
stage. During such period service levels on the roads decline and payment of full toll
rates during such period adds to the inconvenience faced by the users.
11.4.12. Model Package for Core Network Roads on State Highways
11.4.12.1. Economic Analysis
Given the importance of infrastructure investment to National development vis-à-vis the
scarcity of resources and competing demands from various sectors, it becomes extremely
important to allocate available resources in the most beneficial manner amongst various
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sectors and within a sector, amongst various schemes. In view of the above, it is necessary
to ensure that the projects selected for investment are evaluated thoroughly to determine
the economic and social benefits offered by the project.
11.4.12.2. Evaluation Framework
Generally the framework adopted for the economic analysis is cost-benefit analysis, which
sets a monetary value where possible on all financial, economic and social costs and
benefits over the lifetime of the project. The underlying principles for this analysis are as
follows:
- The lifetime of a road project for the present analysis is considered as the period for
which reliable traffic forecasts can be made. A discount rate is then applied to future
economic costs and benefits to arrive at the Net Present Value (NPV) of the project.
- The Economic Internal Rate of Return (EIRR) of the project is also computed.
- The discount rate is expressed in real terms.
The concept of economic feasibility is to maximize the returns on investments. This is
accomplished by determining the appropriate improvement proposal that leads to minimum
total transport cost, which comprises of two basic components shown below.
Road Agency Cost Construction Maintenance
Road User Costs Vehicle Operating Costs Other User Costs (Travel time etc.) Accidents
The reduced costs are treated as benefits calculated over the project life. The results are
expressed in Economic Internal Rate of Return (EIRR) and Net Present Value (NPV).
Normally Economic Evaluation will be carried out based on incremental costs & benefits
comparing the total net benefits in Without project situation with With Project situation. A
detailed accountof economic anlysis has been caarrried by the consultants on identified
core road network and presented in detail in Chapter 8 of this report.
11.4.13. Financial Analysis
The main objective of financial analysis is to assess the likely returns to the investors under
realistic conditions. For this purpose the prevailing market rates and return on debt and
quity issues in local capital markets are the important factors. In the present study the
financial viability of the project is assessed on the basis of financial internal rate of return on
investments and Rate of Return on Equity, which is estimated on the basis of cash flow
analysis. Other factors which were ncessary to check the viability are the payback period of
the Debt / Loan and Debt Service Covergae Ratio (DSCR).
11.4.13.1. Approach
The main objective of financial analysis is to examine the viability of implementing the
project on BOT basis. The analysis attempts to ascertain the extent to which the investment
can be recovered through toll revenue and the gap, if any, be funded through Grant /
Subsidy. The viability of the project is evaluated on the basis of Project FIRR (Financial
Internal Rate of Return (FIRR) on total investment. The FIRR is estimated on the basis of
cash flow analysis, where both costs and revenue have been indexed to take account of
inflation. Financial analysis has been carried out with debt equity ratio of 70:30.
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11.4.13.2. Capital Cost for Financial Analysis
The total cost of the project includes civil works involved in widening of roads, structures,
etc. The consultant have identified list of State Highways to be developed on PPP. The
selection process was based on the economic analysis criteria and consultants have
selected State Highways which carry an ADT of more than 10,000 PCU per day so that a
minimum toll able traffic needed for returns on the investments is considerable and spread
over a considerable section. The identified sections are presented in Table 11.1.
State Highways under the consideration of UPSHA will be finally added to the length of SH
to be taken for PPP implementation. The total length selected for PPP on SH is 1396 km
with a total cost of Rs 11,034 crore. The cost of projects taken up by UPSHA for PPP
implementation for length of 1028 km for 11 State Highways is Rs 6026 crore. The
feasibility studies for above 11 roads have been taken up by UPSHA.
In addition to this 4 roads of UPSHA are under construction for which concessions have
been signed (Length 462 km, Cost 3209 crore). Therefore, total PPP potential on State
Highways shall be Rs 17,061 crore. The final viability will only be possible after the detailed
project reports are prepared for these potential projects so that viability can be assessed
more accurately.
Table 11.1 IDENTIFIED STATE HIGHWAYS FOR PPP IMPLEMENTATION
SH Name Districts Length
(km)
Total Cost (Rs.
crore)
SH-1 Sonauli Nutanwa Gorakhpur Balia Road
Ballia 61 467
SH-12 Panipat Khatima Road Muzzaffarnagar, Bijnaur 153 1178
SH-18 Meerut-Bulandshahar-Badaun Road Bulandshahar, Badaun 112 856
SH-22A Palwa-Taapal-Aligarh Aligarh 65 482
SH-26 Pilibhit Puranpur Lakhimpur Balrampur Basti Road
Balrampur, Siddhart Nagar, Basti
98 695
SH-29 Lipulake Bhind Road Shahjahanpur, Farrukkabad 144 1154
SH-33 Pilhibhit Bareily Bharatpur Road Bareily, Badaun, Kanshiram Nagar, Mahamaya Nagar, Mathura
234 2107
SH-40 Lucknow Mohan Nanamau Bela Etawah
Lucknow, Unnao 98 845
SH-41 Tihri Paudhi Ramnagar Moradabad Road
Moradabad 44 349
SH-42 Hamirpur-Rath-Gursahayganj-Jhansi Road
Hamirpur 105 785
SH-46 Pukhraya Ghatampur Bindaki Road Ramabai Nagar, Kanpur, Fatehpur
83 641
SH-49 Moradabad Haridwar Dehradooni Road
Moradabad Bijnaur 63 463
SH-62 Agra Bah Kachauraghat Road Agra 71 533
SH-76 Bijnor-Chhajalat Road Bijnor, Moradabad 65 481
Total 1396 11,034
11.4.13.3. Expenses
Expenses can broadly be classified based on the phases in which they are incurred, viz.
construction period expenses and operation & maintenance period expenses.
- Construction Period Expenses
- Preliminary and pre-operative expenses
- Contingency allowances
- Interest during construction period
- Operation and Maintenance Period Expenses
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- Toll collection expenses
- Administrative expenses for day-to-day operation
- Maintenance expenses, which include routine and periodic maintenance
- Interest expenses incurred for servicing term loan.
11.4.13.4. Operations and Maintenance Cost
Routine maintenance costs comprise of maintenance of the pavement, collection of litter,
lighting, traffic management (policing), accident repairs and all ancillary works including
beautification.
The periodic maintenance costs include cost of overlay, repair/ renovation of road furniture,
drains, buildings etc. The periodic maintenance includes periodic renewals at every 5th
years.
11.4.13.5. Toll Revenue
The toll revenue is the product of the forecast traffic expected to use the road and the toll
fee for the vehicle category. The toll revenues computed are given in PPP model
developed. The toll revenues were estimated based on the detailed assessment of the
feasibility conducted by UPSHA on various State Highways to be taken up for
implementation through PPP.
The basic toll rates were taken from the recent studies conducted by UPSHA on various SH
and for 4 projects for which the concessions have already been awarded. More details can
be entailed during the implementation stages depending upon the cost escalation factors
prevalent.
Type of Vehicle Base rate of fee in Rupees per km
Car, Jeep, Van or Light Motor Vehicles 0.80
Light Commercial Vehicles, Light Goods Vehicles or Mini Bus
1.20
Bus or Truck 2.40
Heavy Construction Machinery(HCM) of Earth Moving Equipment (EME) of Multi Axle Vehicle (MAV) having 3 to 6 axles
4.00
Oversized Vehicles (Seven or more Axles) 4.80
11.4.13.6. Financial Viability
The following assumptions are taken into consideration for the financial analysis:
i. Debt - Equity ratio: 70:30
ii. Subsidy - 20%
iii. Concession period (Including 24 months construction period) – varies between 15 to 25
years
iv. Escalation - 5%
v. Interest on Debt - 12%
vi. Interest during Construction - 12%
vii. Project Phasing: First year - 20%, Second year – 40% & Third Year – 40%.
viii. Loan Repayment Period - 10 years
ix. Tax rebate - 10 years (100% exemption for 10 years out of block of say 25 years)
x. Moratorium - 1 year
xi. Depreciation by Straight line method - 95%
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xii. Depreciation by Written down value method - 10%
xiii. Financing costs - 1% of project cost
11.4.13.7. Results and Analysis
The main aim of financial feasibility of project is to assess the likely return to the investors
under realistic conditions. The project viability of 12 State Highways was tested for different
scenarios. It is important to ensure that the projects selected for investment are evaluated
thoroughly to determine the economic and social benefits offered by project. The State
Highways has been selected based on EIRR, Tollable Traffic etc. The analysis attempts to
ascertain the extent to which the investment can be recovered through toll revenue and the
gap, if any, be funded through Grant /Subsidy.
The results of financial analysis shows that all the State Highway projects are viable at
varying concession periods and grants from Government. The maximum grant from Govt.
taken for consideration is 40% and maximum concession period is 25 years.
However, when the financial model for all the identified projects was prepared considering
80% of traffic estimate, most of the roads tend to be viable only with 40% Grant. Besides,
grant toll revenue is a vital source of return for the developers. This indicates that when the
detailed project reports are prepared for the identified road projects it is extremely important
to take into consideration following factors:
i. Project road influence area: it is important to decide on the influence area. Normally, a
10 km influence is thoroughly studied with all access links to the highway. There could
be a scenario that a sizable traffic may get diverted when the toll options are
considered.
ii. Correct estimation of traffic from the model: Normally, highway engineers estimate the
traffic projections through an elasticity approach. However, it recommended adopting a
fully-fledged 4 stage model in the influence area with earmarking of traffic zone system
and node link diagram will all major transport (road and rail) nodes identified with
economic linkages.
iii. Socio-economic profile of the influence area: it is extremely important to map the
important industrial, commercial, residential, tourism, agriculture etc. locations to study
the impact of transport demand.
iv. OD pattern: The OD pattern should be distinctly conducted by trained surveyors and
supervised by transport planners. The resultant OD matrix has to be rationalised with
summation of all the locations after carefully removing the duplicate OD pairs.
v. Exact estimation of local traffic, through traffic and net tollable traffic estimates is very
important with the acceptable traffic forecasting parameters
vi. Toll revenue estimation with realistic rates keeping in view the exemptions and social
compulsions.
The results are presented in Table 11.2.
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Table 11.2: RESULTS OF FINANCIAL ANALYSIS ON SELECT STATE HIGHWAYS
SH Road Name Districts Length
(km) Total Cost
ADT (PCU)
Toll (ADT)
Prop. Toll Stn.
Toll Years
Grant FIRR on Equity
FIRR (pre-tax)
FIRR (post tax)
Average DSCR
SH-1
Sonauli Nutanwa Gorakhpur Balia
Road Ballia 61 466.67 8616 4947 1
17 40% 16.80% 15.94% 14.08% 1.67
20 30% 15.81% 15.73% 13.81% 1.4
20 40% 19.58% 18.24% 16.18% 1.67
25 5% 13.06% 14.07% 12.23% 0.98
25 10% 13.97% 14.75% 12.88% 1.05
25 20% 16.06% 16.27% 14.35% 1.2
25 30% 18.60% 18.07% 16.08% 1.4
25 40% 21.85% 20.29% 18.18% 1.67
SH-12
Panipat Khatima Road
Muzzaffarnagar, Bijnaur
153 1177.62
8793 4998
3
20 40% 14.71% 14.99% 13.10% 1.33
10224 5078 25 30% 14.92% 15.45% 13.56% 1.11
25 40% 17.67% 17.42% 15.46% 1.33
SH-18
Meerut-Bulandshahar-Badaun Road
Bulandshahar, Badaun
112 856.356 16870 6744
9109 3400
2
17 40% 13.80% 14.01% 12.28% 1.48
20 30% 13.44% 14.13% 12.27% 1.24
20 40% 16.94% 16.49% 14.53% 1.48
25 20% 14.96% 13.08% 13.56% 1.07
25 30% 16.66% 14.73% 15.24% 1.24
25 40% 18.74% 16.72% 17.27% 1.48
SH-22A
Palwa-Taapal-Aligarh
Aligarh 65 481.584 10046 5774 1
20 30% 13.06% 13.86% 12.01% 1.22
20 40% 16.52% 16.22% 14.27% 1.45
25 20% 13.97% 14.75% 12.88% 1.04
25 30% 16.28% 16.43% 14.51% 1.22
25 40% 19.22% 18.50% 16.49% 1.45
SH-26
Pilibhit Puranpur Lakhimpur
Balrampur Basti Road
Balrampur, Siddhart Nagar, Basti
98 694.806 6719
14013 1467 6183
2 25 40% 12.86% 13.93% 12.08% 0.96
SH-29
Lipulake Bhind Road
Shahjahanpur, Farrukkabad
144 1154.078 7043 3824
3 25 40% 13.66% 14.52% 12.66% 1.02 7650 3132
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SH Road Name Districts Length
(km) Total Cost
ADT (PCU)
Toll (ADT)
Prop. Toll Stn.
Toll Years
Grant FIRR on Equity
FIRR (pre-tax)
FIRR (post tax)
Average DSCR
SH-33
Pilhibhit Bareily Bharatpur Road
Bareily, Badaun, Kanshiram Nagar, Mahamaya Nagar,
Mathura
234 2106.68
4
20 40% 13.28% 13.97% 12.14% 1.25 10686 5992
8005 3477
12496 6310 25 30% 13.69% 14.51% 12.66% 1.05
13174 6089
25 40% 16.39% 16.45% 14.54% 1.25
SH-40
Lucknow Mohan Nanamau Bela
Etawah Lucknow, Unnao 98 844.86 9922 5366 2
20 40% 13.66% 14.28% 12.41% 1.26
25 30% 14.13% 14.87% 13.00% 1.06
25 40% 16.79% 16.79% 14.86% 1.26
SH-41
Tihri Paudhi Ramnagar
Moradabad Road Moradabad 44 349.35 15898 8148 1
15 30% 14.26% 14.28% 12.31% 1.74
15 40% 19.75% 17.57% 15.29% 2.08
17 20% 13.98% 14.12% 12.39% 1.49
17 30% 17.86% 16.62% 14.70% 1.74
17 40% 22.71% 19.68% 17.48% 2.08
20 10% 14.24% 14.67% 12.79% 1.3
20 20% 17.08% 16.58% 14.62% 1.49
20 30% 20.52% 18.86% 16.76% 1.74
20 40% 24.89% 21.65% 19.35% 2.08
25 0% 15.26% 15.69% 13.79% 1.14
25 5% 16.22% 16.39% 14.46% 1.22
25 10% 17.27% 17.13% 15.18% 1.3
25 20% 19.68% 18.82% 16.79% 1.49
25 30% 22.67% 20.84% 18.69% 1.74
25 40% 26.55% 23.34% 21.02% 2.08
SH-42
Hamirpur-Rath-Gursahayganj-Jhansi Road
Hamirpur 105 784.629 7424 3726 2 25 40% 13.27% 14.23% 12.38% 0.99
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SH Road Name Districts Length
(km) Total Cost
ADT (PCU)
Toll (ADT)
Prop. Toll Stn.
Toll Years
Grant FIRR on Equity
FIRR (pre-tax)
FIRR (post tax)
Average DSCR
SH-46
Pukhraya Ghatampur Bindaki
Road
Ramabai Nagar, Kanpur, Fatehpur
83 641.48 11256 7014
5924 4550
2
15 40% 17.74% 16.37% 14.21% 1.95
17 30% 16.29% 15.61% 13.78% 1.64
17 40% 20.93% 18.57% 16.48% 1.95
20 10% 13.07% 13.87% 12.02% 1.22
20 20% 15.80% 15.73% 13.80% 1.40
20 30% 19.12% 17.93% 15.89% 1.64
20 40% 23.29% 20.64% 18.42% 1.95
25 0% 14.36% 15.03% 13.16% 1.07
25 5% 15.28% 15.71% 13.81% 1.14
25 10% 16.29% 16.43% 14.51% 1.22
25 20% 18.60% 18.07% 16.07% 1.40
25 30% 21.45% 20.02% 17.93% 1.64
25 40% 25.11% 22.43% 20.18% 1.95
SH-49
Moradabad Haridwar
Dehradooni Road Moradabad Bijnaur 63 463.41 23390 9918 1
15 30% 18.43% 16.78% 14.58% 2
15 40% 24.33% 20.29% 17.72% 2.38
17 10% 13.85% 14.04% 12.31% 1.49
17 20% 17.32% 16.28% 14.38% 1.71
17 30% 21.53% 18.94% 16.81% 2
17 40% 26.82% 22.22% 19.75% 2.38
20 0% 14.37% 14.75% 12.87% 1.31
20 5% 15.60% 15.59% 13.67% 1.39
20 10% 16.96% 16.50% 14.54% 1.49
20 20% 20.04% 18.54% 16.46% 1.71
20 30% 23.82% 20.97% 18.73% 2
20 40% 28.64% 23.98% 21.47% 2.38
25 0% 17.37% 17.20% 15.25% 1.31
25 5% 18.42% 17.94% 15.96% 1.39
25 10% 19.58% 18.74% 16.72% 1.49
25 20% 22.24% 20.55% 18.43% 1.71
25 30% 25.59% 22.73% 20.46% 2
25 40% 29.94% 25.45% 22.94% 2.38
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SH Road Name Districts Length
(km) Total Cost
ADT (PCU)
Toll (ADT)
Prop. Toll Stn.
Toll Years
Grant FIRR on Equity
FIRR (pre-tax)
FIRR (post tax)
Average DSCR
SH-62
Agra Bah Kachauraghat
Road Agra 71 532.58 13583 5744 1
20 40% 14.33% 14.73% 12.85% 1.09
25 30% 14.63% 15.24% 13.35% 1.09
25 40% 17.35% 17.19% 15.24% 1.3
SH-76
Bijnor-Chhajalat Road
Bijnor, Moradabad 65 481.127 9724 5510 1
15 40% 15.16% 14.83% 12.80% 1.80
17 30% 14.24% 14.29% 12.55% 1.51
17 40% 18.66% 17.14% 15.17% 1.80
20 20% 14.16% 14.62% 12.74% 1.29
20 30% 17.31% 16.74% 14.76% 1.51
20 40% 21.25% 19.33% 17.20% 1.80
25 0% 13.18% 14.17% 12.32% 0.99
25 5% 14.06% 14.82% 12.95% 1.05
25 10% 15.02% 15.52% 13.62% 1.12
25 20% 17.21% 17.09% 15.14% 1.29
25 30% 19.89% 18.96% 16.92% 1.51
25 40% 23.31% 21.26% 19.09% 1.80
Total 1454 11505.91
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The results of the financial analysis indicate the viability of these sections on the select SH.
The viability will be only possible with minimum of 10 to 20% grant and in some cases with
40% grant from the Government, which can be utilised from VGF models and State
Government contributions. However, it may be added that the exact viability can be only
assessed after the preparation of detailed project reports keeping in view the following
criteria.
i. Project IRR (Post Tax) should be minimum 14%
ii. Return on Equity i.e. Equity IRR should be a minimum of 15%
iii. Payback period should not be more 12 years in a concession period of 20 years
iv. NPV should be positive with a 10% discount rate
v. Debt Service Coverage Ratio (DSCR) should be more than 1.33
The above analysis has been done for the road sections on SH with higher EIRR potential
and help UPPWD in assessing the potential for PPP in road sector. These roads have not
been included in the phasing programme because GoUP (UPPWD) has already earmarked
the PPP able roads in the SHDP initiative being organised through UPSHA. In this regard a
notification has also been issued by GoUP. The phasing programme of core network has
focused on the SHDP priorities and therefore, phased the roads accordingly, which can be
taken up and finalised after the viability is assessed through feasibility, detailed reports and
financial models.
It is also recommended to up-grade the identified MDR and ODR to SH which have been
earmarked in the SHDP initiative of GoUP.
11.4.14. State Highway Development Programme (SHDP) of GoUP
The GoUP has issued a notification (23.11.2014) on the development of SHDP for the State
of Uttar Pradesh and identified 86 roads from amongst various categories of roads. Thesse
are mostly SH and MDR to be taken up for PPP evaluation and implementation.
These roads will be maintained by UPPWD till the private sector participation is achieved.
These will include 58 roads from the ambit of State UPPWD and 28 bypases of the major
cities and towns in the State. Out of 58 road sections the road improvements will 4 lanning
for for 20 identified sections and 2 laning for 38 roads / sections.
The list of these roads is presented below in Table 11.3. The implementation has been
initially planned in 5 phases. A total length of 4891 km of PWD roads will require an
investment of about 32,844 Rs crores to be developed through PPP structure. The length
for developing urban bypass in the cities and towns will be separate. This programme has
been considered in the implementation plan and phasing of core network in the succeeding
paragraphs.
Table 11.3: UP STATE HIGHWAY DEVELOPMENT PROGRAMME
SN Road Name Raod
Category Chainage (F/T)
Length (km)
Cost Rs (crore)
Progress till date Phase
1 Delhi Saharanpur Yamnoutri Marg
SH-57 10.90 217.00 206.10 1735 4 lane with PS Phase 1
2 Bareily Almorah Marg SH-37 3.50 56.00 52.50 355 4 lane with PS Phase 1
3 Varanasi Shaktinagar Marg
SH-5A 0.00 117.65 117.65 1211.96 4 lane with PS Phase 1
4 Meerut Karnal Road SH-82 3.60 90.43 86.83 583.23 4 lane with PS Phase 1
5 Lucknow Hardoi Shahjahanpur Marg
SH-25 103.00 265.40 162.40 1161.62 4 lane Phase 1
1 Aligarh-Mathura Marg SH-80 2.80 42.26 39.46 384.81 4 lane Phase 2
2 Etah Shikohabad Marg SH-85 0.00 51.41 51.41 344.61 4 lane Phase 2
3 Tadighat Baara Marg SH-99 2.00 39.20 37.20 175.85 2 lane with PS Phase 2
4 Muzzafarnagar Saharanpur via Deoband
SH-59 5.91 59.00 53.09 752.88 4 lane with PS Phase 2
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SN Road Name Raod
Category Chainage (F/T)
Length (km)
Cost Rs (crore)
Progress till date Phase
Marg
5 Balrampur Gonda Jarwal Marg
SH-1A 146.00 234.00 88.00 693.82 2 lane + 4 lane Phase 2
6 Akbarpur Jaunpur Mirzapur Dudhi Marg
SH-5 158.00 386.50 228.50 1687 2 lane with PS + 4
lane Phase 2
7 Chandausi Badaun Farrukhabad Marg
SH-43 42.00 206.03 164.03 787.72 4 lane Phase 2
8 Garh Meerut Bagpat Sonepat Marg
SH-14 0.00 90.42 90.42 1026.27 4 lane Phase 2
1 Bahraich Gonda Faizabad Marg
SH-30 0.00 107.00 107.00 480.00 2 lane with PS Phase 3
2 Sitapur Lakhimpur Palia Dudhwa Marg
SH-21 51.00 116.00 65.00 737.75 4 lane Phase 3
3 Sitapur Lakhimpur Palia Dudhwa Marg
SH-90 0.00 55.00 55.00 624.25 4 lane Phase 3
4 Vidhamganj Kon Kota Chopan Marg
ODR-10 0.00 38.00 38.00 170.62 2 lane with PS Phase 3
5 Vidman Ganj Kon link road
ODR-29 0.00 22.00 22.00 0.00 2 lane with PS Phase 3
6 Maharajganj Nichnaul Thuthibadi Marg
MDR-26 0.00 25.00 25.00 112.25 2 lane with PS Phase 3
7 MDR-29 MDR-29 47.00 64.00 17.00 76.33 2 lane with PS Phase 3
1 Moradabad Dhampur Bijnaur
SH-49 0.00 62.60 62.60 710.51 4 lane Phase 4
2 Balia Mau Azamgarh SH-34 375.40 270.00 105.40 1196.29 4 lane Phase 4
3 Deoria Gorakhpur SH-1 161.00 116.00 45.00 510.75 4 lane Phase 4
1 Mohanlalganj Morawa Unnao Marg
MDR-52C 0.00 69.74 69.74 791.55 4 lane Phase 5
2 Bijnaur Chajlet Marg SH-76 0.00 57.30 57.30 650.36 4 lane Phase 5
3 Agra Baah Kachauraghat Marg
SH-62 3.71 74.50 70.79 803.47 4 lane Phase 5
4 Lucknow Bangarmau Bilhaur Marg
SH-40 15.00 162.30 147.30 1671.86 4 lane Phase 5
5 Panipat Khatima Marg SH-12 18.00 169.66 151.66 1721.34 4 lane Phase 5
6 Pukhraya Ghatampur Bindki Marg
SH-46 0.45 84.11 83.66 949.54 4 lane Phase 5
7 Aligarh Taptal Marg SH-22A 14.66 79.91 65.25 292.97 2 lane with PS Phase 5
8 Bijnor Gajraula Marg SH-51 65.00 291.85 2 lane with PS Phase 5
9 Allahabad Gorakhpur to Dohrighat Marg
SH-7 0.00 118.20 118.20 530.72 2 lane with PS Phase 5
9 Allahabad Gorakhpur to Dohrighat Marg
SH-66 0.00 42.80 42.80 192.17 2 lane with PS Phase 5
10 Deoria Balia via Salempur Marg
SH-1 116.00 208.00 92.00 413.08 2 lane with PS Phase 5
11 Shikohabad Bhagwaan Mainpuri Marg
SH-84 0.00 61.80 61.80 277.48 2 lane with PS Phase 5
12 Fatehpur Baberu Attara Naraini Kartal Marg
SH-71 0.00 106.58 106.58 478.54 2 lane with PS Phase 5
13 Bani MohanlalganjGosaiganj Marg
MDR-89C 0.00 33.49 33.49 150.37 2 lane with PS Phase 5
14 Hamirpur Raath Marg SH-42 2.60 169.70 167.10 750.28 2 lane with PS Phase 5
15 Rampur Swar Baajpur Marg
MDR-49W 2.60 43.00 40.40 181.40 2 lane with PS Phase 5
16 Mawana Kithaur Hapur Marg
MDR-152W 0.00 49.00 49.00 220.01 2 lane with PS Phase 5
17 Bulandshahar Anupshahar Marg
MDR-58 0.00 57.70 57.70 259.07 2 lane with PS Phase 5
18 Bilraya Panwari Marg SH-21 265.40 365.40 100.00 449.00 2 lane with PS Phase 5
19 Azamgarh Sarai Rani Jaunpur Marg
SH-66A 19.92 60.80 40.88 183.54 2 lane with PS Phase 5
20 Ittauja Mohan Kumhrawa Kursi Deva Chinhat Marg
MDR-88C 0.00 51.35 51.35 230.56 2 lane with PS Phase 5
21 Hamidpur Sikanderabad Gulawati Kuchesar Marg
SH-100 0.00 100.50 100.50 451.25 2 lane with PS Phase 5
22 Dostpur Akbarpur Jalaalpur Nyori Marg
MDR-155E 0.00 56.50 56.50 253.69 2 lane with PS Phase 5
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SN Road Name Raod
Category Chainage (F/T)
Length (km)
Cost Rs (crore)
Progress till date Phase
23 Lucknow Kursi Mahmudabad Marg
MDR-77C 0.00 54.19 54.19 243.31 2 lane with PS Phase 5
24 Farukkabad Kayamganj Marg
MDR-110 0.00 39.99 39.99 179.56 2 lane with PS Phase 5
25 Banda Baberu Kamasin Rajapur Marg
SH-92 1.35 90.15 88.80 398.71 2 lane with PS Phase 5
26 Saaranpur Nakud Gangoh Thanabhavan Muzzafarnagar Marg
MDR-147 2.30 70.69 68.39 307.07 2 lane with PS Phase 5
27 Saaranpur Nakud Gangoh Thanabhavan Muzzafarnagar Marg
MDR-10W 5.80 33.94 28.14 126.35 2 lane with PS Phase 5
28 Saina Iradatnagar Shamshabad Fatehbad
MDR-130W 0.32 39.19 38.87 174.53 2 lane with PS Phase 5
29 Dumriyaganj Debhrua Marg
SH-75 0.00 41.43 41.43 186.02 2 lane with PS Phase 5
30 Muhamadabad Madhuban Belthara Marg
MDR-94E 0.00 59.18 59.18 265.72 2 lane with PS Phase 5
31 Lakhimpur to Mailganj Marg
MDR-14C 0.00 47.40 47.40 212.83 2 lane with PS Phase 5
32 Sisayiya Dhaurhara Nidhasan Palia Puranpur
SH-101 0.00 120.35 120.35 540.37 2 lane with PS Phase 5
33 Hussainganj Hasthigava Irawa Alipur Jut Marg
MDR-81C 0.00 48.29 48.29 216.82 2 lane with PS Phase 5
34 Jalaun Bhind Marg SH-70 0.00 30.68 30.68 137.75 2 lane with PS Phase 5
35 Gola Shahjahanpur Marg SH-93 0.00 58.62 58.62 263.20 2 lane with PS Phase 5
36 Baabatpur Chaubepur Jamaalpur Marg
SH-98 2.15 29.23 27.08 121.59 2 lane with PS Phase 5
37 Sitapur Kasta Marg MDR-76C 23.00 66.10 43.10 193.52 2 lane with PS Phase 5
38 Mathura Saadabad Marg MDR-102W 5.00 45.27 40.27 180.81 2 lane with PS Phase 5
39 Chandauli Sakildah Saidpur Marg
SH-69 0.00 308.00 308.00 1382.92 2 lane with PS Phase 5
Total 4891 32844
11.5. ROAD MAINTENANCE STRATEGIES
The existing road network in Uttar Pradesh is under strain due to phenomenal growth of
traffic, average riding quality, overloading of vehicles with meagre funds for road
maintenance. Many losses occur in valuable vehicle operating and value of time. The
premature failure of roads sometimes results in mobilising huge rehabilitation and
reconstruction costs, creating excessive burden on the plan funds and allocations. Road is
a very costly asset and needs careful attention. Studies undertaken by the World Bank
have shown that one rupee spent on maintenance saves two to three rupees in vehicle
operating cost. It is essential to salvage the roads already deteriorated and guarantee
proper maintenance. A healthy system for road maintenance has to be evolved in the State.
State could consider taking up high traffic density road and bridge projects through tolls
(rates of toll should be affordable by road users - e.g. charging not more than 50 percent of
the perceived savings in vehicle operation cost) and award them to private entrepreneurs
for a fixed concession period of say 15 years. This would relieve the State from
maintenance of such projects as the obligation will get passed on to the private
entrepreneur. However this would vary and will depend on willingness to pay. A pilot project
can be taken up by PWD.
Technology of maintenance operations should also be upgraded by introducing
mechanization gradually e.g. repairing of potholes through machines. Such machines are
now being manufactured in the country. The strategy of the State Government should be to
encourage local contractors (with proven records) to procure such machines. There are
asset finance facilities available to contractors from the financial institutions for such
equipment’s.
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There is a need to establish a ‘Road Asset Management Schemes’ in the State. A few pilot
projects should be undertaken by the UPPWD contracting out performance based
maintenance covering routine and periodic maintenance for a minimum period of say three
years at a time. The salient details are in Appendix 11.4.
Appendix 11.4
A BRIEF ON ‘OUTPUT AND PERFORMANCE BASED ROAD
MAINTENANCE CONTRACT’ (OPRC)
TRADITIONAL ROAD MAINTENANCE CONTRACTS
In the traditional road maintenance contract, the Road Authority defines the scope of work
by preparing a Bill of Quantities (BOQ) for various items of work such as:
- Pot-hole filling
- Crack filling
- Patch Repairs
- Surface Renewals
- Overlays
- Earthwork in shoulders and slopes of embankment
- Painting road markings
- Maintaining Road Signs
- Repairs to bridge components
The Contractor is selected on the basis of his quoted rates for the above defined items of
work. He executes the work in conformity with the specifications for the various items of
work. It has been observed that the traditional road contract system leads to sub-optimal
results because:
- There are deficiencies in the original design
- Contractor’s desire to carry out the maximum amount of works, in order to maximise his
profits.
BASIC FEATURES OF OPRC
In the OPRC, the contract covers several years (10 years or more) during which period the
Contractor is expected to ensure that the physical condition of the road assets are
adequate for the needs of the road users. This type of contract significantly expands the
role of the private sector from simple execution of works to the management and
preservation of road assets. The bidders compete among themselves by essentially
proposing a fixed lump-sum price for bringing the road to a certain level initially and
maintaining it at that level for the entire contract period. The Contractor is thus not paid
directly for the “inputs” or physical works (which he will certainly have to carry out) but for
achieving specified Service Levels, i.e. rehabilitation of the distressed road to pre-
determined standards, the maintenance and operation of the road ensuring certain Service
Levels and specific improvements, all represented in outputs or outcomes, expressed in
Service Level criteria. A lump-sum periodic payment is made to the Contractor to cover all
his physical, technical and managerial services provided by him, except for unforeseen
emergency works which are paid for separately. In order to be entitled to these periodic
payments, the Contractor must ensure that the road assets comply with the Service Levels
prescribed in the bid document. It is possible that during the initial period he will have to
carry out a large amount of work in order to firstly bring up the road to the prescribed
standards, and if he complies with the requirement well initially, his effort in maintaining the
asset for the full contract period will be minimised.
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Under the OPRC, the Contractor has strong incentives to innovate and introduce new
design concepts and new technology, design the facility to optimal condition and provide
the best managerial inputs. It establishes a long-term Public-Private Partnership (PPP),
under which both the Contractor and the Government have long-term goals and
commitments.
The World Bank have come out with a Sample Bidding Document under OPRC (Ref 1).
The performance criteria in the documents are:
- Road User Service and Comfort measures, such as:
- Road Roughness
- Road and lane width
- Rutting
- Skid resistance
- Vegetation control
- Visibility of road signs and markings
- Availability of each lane-Km for use by traffic
- Integrity and soundness of structures
- Response times to rectify defects that compromise the safety of road users
- Incidence management (attendance at road accidents)
- Drainage
Road Durability, measures, which can be expressed in terms such as:
- Longitudinal profile
- Pavement strength
- The extent of repairs permissible before a more extensive periodic maintenance
treatment is required
- Degree of sedimentation in drainage facilities
Management Performance Measures, which, define the Road Authority requires to
govern the asset during the term of the contract, and to facilitate the next tender round.
Requirements should include:
- Delivery of regular progress reports to the Road Controlling Authority
- Inventory Updates and other data sharing requirements
- Maintenance history (so that subsequent tenderers can price the work)
REFERENCES:
(1) Sample Bidding Documents, Procurement of Works and Services under Output-and Performance
based Road Contracts and Sample Specifications, The World Bank, Washington D.C., 2006.
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11.6. ROAD SAFETY FOCUS
There has been tremendous growth of both road network and road traffic in India. The
situation is worsening. The total number of fatalities and injuries in the year 2009 is reported
as about 125,700 and 5,15,500 respectively. The Central and State Governments generally
adopt the standards and guidelines issued by the Indian Roads Congress. There is need to
provide road signs, pavement markings and safety features on State Highways and
selected Major District Roads as a first priority and as an integral part of road development
projects in Uttar Pradesh.
A computer based road accident database management system should be set up as part of
the Road Data Centre. The State Government may provide the financial support for
creation of ‘Centre of Excellence’. It is recommended that road budget should be
earmarked to improve traffic safety on both ‘Plan’ and ‘Non-Plan’ Grants to be spent on
improvement of accident prone spots and other engineering measures on the roads. An
annual provision of a certain percentage of annual budgets especially for SHs and MDRs is
suggested, firstly prioritising on the ‘Identified Core Road Network’ of about 14,000 km.
11.7. ROAD MANAGEMENT SYSTEM
The States should institute simple Road Management System comprising modules such as
road information, traffic information, pavement and bridge management, environmental &
social information.
i. Road Safety Audit should be necessarily compulsory as an integral part of the project
planning, report preparation, appraisal, designing, implementation, operation and
maintenance, etc.
ii. The project should be duly reviewed and necessary corrective actions should be taken
pursuant to the report of the Road Safety Audit at every stage.
iii. The entire core road network is to be subjected to Road Safety Audit (RSA) in a
planned and time bound manner. The RSA shall identify all the potential hazards in
terms of deficiencies observed in the network, which are required to be corrected on
continuous basis for making it safe. The priority roads with high accident records are to
be taken up first in a time bound manner.
iv. RSA is to be carried out for the roads using the trained auditors available in the country
and in accordance with the manual of Road Safety Audit adopted by IRC. All steps of
audit delivery including the initial meeting and audit completion meeting with the
UPPWD must be completed with submission of audit report and exception report etc for
every road assigned for audit. This will bring out more parameters to be adopted and
ensure highest level of safety.
v. No compromise, whatsoever, should be made in essential road safety features and all
safety concerns must be addressed as per the recommendations of the Road Safety
Audit Report. This aspect needs to be critically considered especially while analyzing
project viability also.
vi. An ‘Accreditation Body / Institute’ is required to be created for Road Safety Auditors,
which will control the utilization of these trained auditors and will maintain the register of
certified auditors. Such auditors will have to undergo training as per the adopted and
acceptable guidelines.
Accident Investigation
Accident data recording system is to be adopted uniformly across all roads in a standard
format. This standard format is to be evolved with a consensus and should include all
rational data that are required for accident investigation, reconstruction and also
adjudication of the accident cases. The data collection should be conducted with technical
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instruments such as hand-held GPS having a computer interface in order to collect data
with precision. This should be followed with analysis on standardised formats. The major
observations should be analysed critically to have scope for improvement. The engineers
involved in planning, design, construction and operation of roads and highways in the
country are to be trained on road safety aspects covering engineering measures, safety at
construction sites and hands on experience in road safety audit.
11.8. RESOURCE MOBILIZATION
Budgetary resources for State roads are likely to be limited, compared to requirements.
Hence, generation of additional resources by tapping alternative funding options will be vital
to the development of middle segment hierarchal network. Enhancement of Budgetary
Allocations is also vital and State Government must encourage to prapare detailed Zonal
Plans so that funding agencies appraise them for inclusion. Provisions for the road sector
should be a certain minimum percentage of the Annual Plan of the State. Bulk of the budget
provision should be made for State Highways and Major District Roads & some important
ODRs likely to be upgraded - comprising the Core Network. An up-gradation plan
recommended by the consultants will also need additional resources in view of the fact that
middle segments roads lack behind in quantum and quality. This plan may be notified and
the Zonal Offices encouraged making concrete proposals for up-gradation for formal
approval by the State Government.
Some funds can be tapped from beneficiaries for projects linking the Special Economic
Zones (SEZs), Satellite Towns, Power Plants and other Industries & Trade Centers.
Funding for the last mile connectivity can be obtained from the developer to the extent
possible. It is necessary to explore possibility of ‘Land Value Capture’ and ‘Real Estate
Development’ on case-to-case basis.
Frequent flood etc. resulting major damage to road infrastructure the ‘Calamity Relief Fund’
norms do not provide for permanent restoration of damaged infrastructure and the States
are unable to reconstruct due to paucity of funds. It is necessary to review and amend the
current norms for the ‘Calamity Relief Fund’ so that it becomes possible to restore the
assets to their original condition. The State Government should also study this issue to
generate more funds for such exigencies.
11.8.1. Key Objectives of SCRNMP
The objectives for an efficient implementation programme for the project shall aim to
(a) reduce transport costs of passengers and goods by restoring the most important major
trunk roads to maintainable condition (b) introduce institutional and technical improvements
in the programming of works, including administrative and technical strengths and
materials; and (c) upgrade the capabilities of the local contracting industry to undertake
larger road works as an alternative to inefficient and very small size contracts.
The collective and combined objectives and strategy for success full implementation plan of
SCRNMP aspire to lower the overall transport costs and increasing efficiency of the
transport sector. The project civil works components and institutional development program
are well linked to the project objectives. The first objective rightly emphasized lowering of
transport costs on major trunk roads which is essential for the development of a competitive
economy. The second objective, to introduce institutional and technical improvements is
very important to enhance the organizational capacity which will help to plan and prepare a
maintenance program and will be a major effort to upgrade the UP State’s road network.
Similarly the third objective of upgrading capabilities of the domestic construction industry is
absolutely necessary to implement road works through large contracts as an alternative to
very small contracts.
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11.8.2. Project Rationale and Benefits
Project benefits and impacts are expected on the improved road conditions and connectivity
between major centres and modes of transport which will lower transport costs for
passenger and freight. This will reduce the cost to local industries and of inputs to local
agriculture and the cost of transporting products to markets and shall provide a significant
stimulus to regional economic development. Therefore, core road network will be minimum
need for sustainability and mobility of the regions and sub-regions in the UP State. Coupled
with above aspects and efforts, plan will strengthen the ability of regional based economic
facilities to manage their road assets. The project’s emphasis on transparency and
accountability will have impact on Governance in all areas.
The plan can be implemented by identifying and creating project specific PMUs to be
created in units like World Bank Division, UPSHA etc. with an objective to monitor the
overall performance of the project and its implementation. A number of monitoring and
reporting tasks can be identified;
- Implementation of procurement
- Physical progress of implementation of the project components
- Financial performance
- Compliance with contract administration
- Achievement of overall project objectives.
The investments on improvement to the Core Road Network (CRN) will result in a
considerable saving in fuel costs and vehicle operating costs. The expected yearly return
from fuel savings by investing on improvements to SH is 43% and that from VOC savings is
85%. By improving the MDR’s; yearly return from fuel savings is 31% and return from VOC
savings is 61%.
There will be larger savings in fuel and vehicle operating costs brought about by road
improvements and strategizing investments on core network in various phases (illustrated
and analysed in Table 11.4). It can be further seen from the analysis that large savings in
fuel and vehicle operating costs can be brought about by road improvements and
strategizing investments on core network in various phases. By investing Rupees
91 thousand crore, a fuel saving of Rs 5.9 lakh crore can be achieved over the design
period of 20 years and a vehicle operating cost (VOC) savings of Rs 11.8 lakh crore can be
obtained over a design period of 20 years. The yearly return on investments due to fuel
savings in 34 per cent and 68per cent due to vehicle operating cost savings. Other benefits
such as reduction in accident costs and time saving due to speedier travel will be additional
over these benefits and can be analysed and computed at the time of preparation of
detailed reports and implementation.
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Table 11.4
SAVINGS IN FUEL AND VEHICLE OPERATING COST FROM ROAD IMPROVEMENTS
TO STRATEGIC CORE NETWORK
The investments on improvement to the Core Network will result in a considerable saving in fuel costs and vehicle operating costs.
Road Category
Length (km) proposed for improvement
Cost (Rs-Cr) of Road
Improvements
Cost (Rs-Cr) of Road
Improvements per Km
Fuel Savings (Rs-Cr)
over design period
VOC Savings (Rs-Cr)
over design period
Average Fuel Savings (Rs-Cr) per year
per Km
Average VOC Savings
(Rs-Cr) per year
Yearly return (%) on
investments from fuel savings
Yearly return (%) on
investments from VOC savings
(1) (2) (3) (4)=(3)÷2 (5) (6) (7)=(5)÷19÷(2) (8)=(6)÷19÷(2) (9)=(7)÷(4)×100 (10)=(8)÷(4)×100
SH 7045 44203 6.27 357486 714971 2.67 5.34 42.6 85
MDR 5761 29112 5.05 169345 338690 1.55 3.09 30.6 61
ODR 3254 17747 5.45 64976 129951 1.05 2.10 19.3 39
Total / Average
16060 91062 5.67 591806 1183612 1.94 3.88 34.2 68
It is seen that the yearly return from fuel savings by investing on improvements to SH is 43% and that from VOC savings is 85%.
From MDR improvements, the yearly return from fuel savings is 30% and return from VOC savings is 61 per cent.
It is thus seen that large savings in fuel and vehicle operating costs can brought about by road improvements and strategizing investments on core network in various
phases. By investing Rs 91,062 crore, a fuel saving of Rs 5,91,806 crore can be achieved over the design period of 20 years and a vehicle operating cost (VOC) savings
of Rs 11,83,612 crores can be brought out over a design period of 20 years. The yearly return on investments due to fuel savings is expected to be 34 per cent and 68 per
cent due to vehicle operating cost savings. Other benefits such as reduction in accident costs and time saving due to speedier travel WILL BE additional.
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11.8.3. Implementation Agency and Funding Options
Core road network development will be implemented by Uttar Pradesh Public Works
Departments (UPPWD) and the packages will be capital intensive and requires high
technicalities which shall be through the cooperation of State. Private sector participation
shall be in the areas of high profitability with less/medium risks. The World Bank Division of
UPPWD is an established Division and has the capacity to take up the task of planning,
management, design, construction of the Core Roads in the State.
Total investment required for development/Maintenance of the core roads selected and its
implementation is around Rs. 87,454 crore including land acquisition cost. The investment
in the projects has been programme from base year (2014) to horizon year (2031), with four
phases. The proposed investment work program for improvements of SH/MDR/ODR in
Core Network is given in Table 11.5. Keeping in view the cost of escalation based on WPI
Index (@6%) the total budget allocations needed by year 2031 will about 1.6 lakh crore.
Table 11.5 SUMMARY & PHASING OF PROGRAM (IMPROVEMENT TO CORE NETWORK)
Category / Phase SH MDR ODR
Major River Bridges
Road Over
Bridges Total
Cost Rs. in Crore (2013 Base Year Price Level)
Phase I (2014-17) 15,465 2,558 84 999 501 19,607
Phase II (2018-22) 11,250 7,274 4,977 1,600 576 25,677
Phase III (2023-27) 9,662 11,331 7,643 1,036 923 30,594
Phase IV (2028-31) 7,826 7,949 5,043 693 1,046 22,557
Total Core Network (base price)
44,203 29,112 17,747 4,328 3,045 98,435
Cost Rs. in Crore (with 6% inflation, basis WPI)
Phase I (2014-17) 16,601 2,746 90 1,042 538 21,047
Phase II (2018-22) 14,579 9,426 6,450 2,073 746 33,275
Phase III (2023-27) 16,756 19,650 13,255 1,796 1,600 53,057
Phase IV (2028-31) 18,043 18,327 11,627 1,599 2,410 52,006
Total Core Network (with inflation)
65,979 50,149 31,431 6,541 5,294 159,385
For the funding of the projects and sub projects, Government will be a major source for
development/maintenance of core roads while Private Sector will also play a significant role
in financing the projects. The project financial resources up to the horizon year have been
estimated by considering all possible funding sources. The funding levels are based on the
existing trends of funding through budgetary allocations and expected external borrowings
in the pipeline. The allocation to Core Road Network (CRN) has been prioritised in view of
the fact that that CRN will need more funding for conservation and improvements. After
studying the allocations in various heads available for UPPWD, it will be important to share
these for various interventions like widening / strengthening of CRN and related support
infrastructure like major river bridges and road over bridges to achieve better traffic
management and mobility including safety. The allocations from the current budget heads
shall be from moderate to low sharing depending upon the other factors like composition of
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CRN and its relative importance in uplift of rural / urban economy through sustainable and
safe mobility of regional passenger and goods traffic.
Certain projects can be implemented with participation of different stakeholders so that
funding and responsibilities are shared, accordingly. The core road network finalised can be
implemented by State & Central Government, Private Sector, Support of Multilateral
Agencies and through Viability Gap Funding of the Central and State Government.
-
Figure 11.5 VARIOUS SOURCES OF FUNDING
The implementation of core road network development projects in Uttar Pradesh State
identified will need assistance from Central Government, State Government, contributions
from the Multilateral Funding Agencies and Private Sector Participation. Various sources of
financing are varied and could also be explored from the following options. Each of the
option will require policy and further exclusive studies to determine the revenue potential for
attracting private sector participation. Some are discussed below;
- State Government funding viz. existing road budget and new funding sources
- Another mechanism can be creation of new section of ‘Road Fund’ with a somewhat
independent Governing Board. However, it is advisable to give the Road Fund control
to this Governing Board for Core Road improvements.
- A part of the revenue from the land and property taxes can be earmarked for the
implementation of project. A property tax is generally based on the total value of the
land inclusive of the value of what is built on it. A land tax is generally based on the
value of the land exclusive of the value of the property built on the land.
- Dedicated revenue streams from fuel taxes and sales taxes can help establish a long-
term sustainable basis for financing, development and expansion.
- General sales taxes also represent a significant revenue stream if Provincial Leaders
approve its partial usage for road development projects.
CORE ROAD DEVELOPMENT
Central Government
Viability Gap Funding (VGF)
State Govt. Resources
Mutilateral Agencies
Private Promoters
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- Emission trading: There is future potential for financing road development initiatives
through emission reduction credits.
- Advertising, merchandizing, utility laying rights etc. offers another opportunity to raise
funds for implementing capital.
The Road Network Master Plan emphasizes an integrated program for the modernization,
development and maintenance of State Roads to support the State Government's efforts to
restore its road network to a maintainable level. Because of the extent of the needs and
limited absorptive capacity, the SRNMP is primarily focused on the major trunk roads.
11.8.4. State Budget
The trends in budget allocations for Roads & bridges in Uttar Pradesh (Table 11.6 & Figure
11.6) indicates that for the current year 2013-14 the budget allocation is Rs 8364 Crore, out
of which Plan allocation is Rs 6322 Crore and the it has been observed that budget has
grown with a net increase of 7% on an average between 2007 to 2014 allocations. The
maximum increase was in 2008-09, 14% and 12% observed in years 2011-12 and 2013-14
i.e. for the current year allocations.
Table 11.6 BUDGETARY ALLOCATIONS IN UTTAR PRADESH – ROADS AND BRIDGES
(Rs in Crore)
Year Budget Plan Non-Plan Increase / Decrease over previous years
2006-07 5461 3782 1681
2007-08 6053 4392 1660 11%
2008-09 6929 5403 1526 14%
2009-10 6611 5108 1502 -5%
2010-11 7004 5471 1533 6%
2011-12 7815 6058 1757 12%
2012-13 7459 5582 1877 -5%
2013-14 8364 6322 2042 12%
An insight into allocations in roads and bridges sector in various States (Table 11.7) reveals
that Bihar is focussing on road development with 28 to 30% allocations in road sector.
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14
Rs Crore
Fig. 11.6 BUDGET TRENDS IN UP - ROADS & BRIDGES
Non-Plan
Plan
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Rajasthan has the least Budget of about 8%. UP State has a share of 20% in roads and
bridges alone which is ideal and can be enhanced to 25% to target and prioritise the
development of this sector.
Table 11.7 CAPITAL OUTLAYS IN VARIOUS STATES (Rupees in Million)
STATES
Total Budget (2011-12) Total Budget (2012-13)
Plan Plan
Total Roads & Bridges % share Total
Roads & Bridges % share
ODISHA 59180 14376 24% 72633 16514 23%
MAHARASTRA 198922 28072 14% 212900 30905 15%
MADHYA PRADESH 98607 18549 19% 127971 23428 18%
GUJRAT 147251 18170 12% 214315 20871 10%
BIHAR 119449 38772 32% 141084 38106 27%
RAJASTHAN 85753 6748 8% 97093 13699 14%
UTTAR PRADESH 235899 47584 20% 264481 49863 19%
Source: Reserve Bank of India Publication
The allocations of budget in roads and bridges through various Governmental Sources from
the Uttar Pradesh State and Central Government (Figure 11.7) indicates that there is a
provision of Rs 2140 crore (year 2013-14) for Widening and Strengthening of Roads and
Rs. 240 crore from Central Road Fund spent mostly on State Highways and Major District
Roads. Rs 1093 crore is reserved for allocations in new construction of bridges, which
includes Rs 275 crore financed by NABARD meant mostly for rural bridges.
Taking further insight in the allocations from various heads - was distinctly analysed to
carve out suitable allocations for the ‘Proposed Core Network Development Program’,
which is vital for economic development of State and enhance safe and faster mobility of
passenger and goods traffic on regional road system (Table 11.8 & Fig. 11.8). Therefore, a
provision of 2340 crore in year 2014 can generate about 65,000 crore by the end of year
2031.
45
1093
325
1435
0
2140
0
240
732
69
100
271
40
0 500 1000 1500 2000 2500
Building
New Const of Bridges (including NABARD)
Special Scheme of Purvanchal & Bundelkhand
New Construction of Rural Road
Reconstruction of Rural Road
Widening Strenthing of Roads
Multilateral
Widening Strenthing of Roads under CRF
Finance Commission Nidhi
Misc
UPSHA
Indo Nepal Border
By-passRs crore
Fig. 11.7 EXISTING BUDGET ALLOCATION IN ROAD SECTOR IN UP (2013-14)
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Table 11.8 PROPOSED BUDGETARY ALLOCATIONS IN CORE ROAD NETWORK
FROM EXISTING SCHEMES / HEADS (Rs in crore)
Year
Widening / Strength under
State Sector Head
State Road Fund (SRF)
Central Road Fund
(CRF)
Total W/S from State
Budget
Total W/S (State + Central)
2010 865 300 300 1165 1465
2011 813 376 432 1189 1621
2012 608 950 246 1558 1804
2013 996 770 229 1766 1995
2014 1340 800 240 2140 2380
2015 1406 840 252 2246 2498
2016 1477 882 265 2359 2623
2017 1551 926 278 2477 2755
2018 1706 1019 292 2724 3016
2019 1791 1070 306 2861 3167
2020 1881 1123 322 3004 3325
2021 1975 1179 338 3154 3492
2022 2172 1297 355 3469 3824
2023 2281 1362 372 3643 4015
2024 2395 1430 391 3825 4216
2025 2514 1502 410 4016 4427
2026 2640 1577 431 4217 4648
2027 2904 1734 453 4639 5091
2028 3049 1821 475 4870 5346
2029 3202 1912 499 5114 5613
2030 3362 2008 524 5370 5894
2031 3530 2108 550 5638 6188
Total (2014 to 2031) 65766 72518
0
1000
2000
3000
4000
5000
6000
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031
Rs in crore
Fig 11.8 TRENDS IN STATE AND CENTRAL BUDGET IN WIDENING AND STRENGTHENING OF SH, MDR & ODR
State Sector Head SRF W/S CRF Linear (W/S)
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Keeping in view the above provisions it will be possible generate resources for Core Roads
and the year wise allocations from the current budget allocation. A total of about Rs 60,000
crore can be generated from the State Budget and Central Government assistance. The
total estimated cost of core road development is Rs 159,000 Crore with an assumed
escalation of 6%. Rest of the allocations can be generated from PPP potential and
multilateral borrowings. Our endeavour has been to minimise the dependence of other aids
and try to achieve sustainability.
While estimating the year wise allocations from various schemes following assumptions
have been made in the computations.
i. The current year estimates have been used to spread the budget estimates for the
development of core roads in various categories of roads including SH, MDR and
ODR with major bridges and proposed road over bridges.
ii. Keeping in view the trends witnessed in the UP budget allocations and growth a
marginal 5% increase has been proposed between years 2014 and year 2031. The
respective shares have been estimated for all categories of roads in the core network.
iii. However, we also recommend assessing the progress of CRN development at the
end of years 2017, 2022, 2027 and accordingly, plan for any marginal increases on
the subsequent allocations. It is always worthwhile to give push at the end of 5 year
periods to accelerate growth and cover up backlogs, if any. Besides in a period of 5
years the GoUP and UPPWD will also assess the real potential that can emerge from
the private sector involvement.
11.8.4.1. Budgetary Provisions from Various Budget Heads
Budgeting (Multilateral Funding)
- Phase I (2014-2017)
- Loan from World Bank & ADB is likely to be signed in May 2015 with a sanctioned
amount of 400 & 300 USD million respectively, total Multilateral Funding will be 700
USD million (Rs 4340 crore)
- Phase I – total plan cost is estimated at INR 19,607 crore
- Multilateral borrowings will be about 22% assuming that the loan is fully utilised in
Phase I
- In Phase II (2018-2022) expected loan from WB and ADB will be USD 400 & 200
million, which is INR 3720 crore. GOUP has approached DEA for 3 phases of World
Bank Loan
- GOUP has approached DEA for 3 phases of World Bank Loan each of 500 USD million
and 2 phases of ADB loan each of 400 USD million, DEA posed one phase of USD 400
million to WB & one phase of USD 300 million to ADB only.
- In Phase III (2023-27) expected Loan from WB will be USD 400 million i.e. INR 2480
crore. Similarly, in Phase IV – after assessing the progress on core network further
provisions can be planned, accordingly
- No multilateral funding is envisaged in Phase IV, as of now.
Budgeting (State Budget)
- Phase I (2014-2017) - After analysing the budget trends we have assumed per annum
provision of INR 2350 crore with an annual increase of 5% for widening / strengthening
of SH, MDR & ODR through State Budget
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- The trends in this head observed an increase to 2380 crore from 1465 crore in last five
years. Therefore, total requirement of INR 7661 crore can be met with these provisions
- Phase II (2018-2022) - Total requirement of INR 10,663 crore can also be met with the
above provisions
- Phase III (2023-2027) - The requirements under this head will be INR 14973 crore
- Phase IV (2028-2031) - The requirements under this head will be INR 15118 crore
Budgeting (Central Road Fund)
- Phase I (2014-2017) - The trends in this head observed in last five years will attract a
provision of about 200 crore per annum, which can be enhanced depending upon the
policies of the Central Government on the Core Network.
- After analysing the budget trends we have assumed per annum provision of INR 200
crore with an annual increase of 5% for widening / strengthening of SH, MDR & ODR
through CRF
- Therefore, total requirement of INR 510 crore can be met with the above provision.
- Phase II (2018-2022) - Total requirement of INR 1105 crore can also be met with the
above provision
- Phase III (2023-2027) - The requirement of INR 1410 can be met with this provision
- Phase IV (2028-2031) - The requirement of INR 1404 can be met with this provision
Budgeting (PPP UPSHA) as per SHDP Scheme
- Phase I (2014-2017) - Roads for which DPR have been completed and are in bidding
stages have been included in Phase I for implementation in PPP mode. The total cost
of 7 roads (State Highways) will be INR 5870 crore
- Phase II (2018-2022) - The total provision for PPP roads in Phase 2 has been proposed
at INR 8100 crore. This provision has been extracted from the UPSHA Plan
- Phase III (2023-2027) - The provision for Phase III have been kept at 9810 crore as per
the SHDP
- Phase IV (2028-2031) - For Phase IV a provision of 4300 core has been extracted from
the UPSHA Plan
- The total expected PPP potential will be INR 28,100 crore which is 29% of the total
estimated budget
Budgeting (Bridges)
- Phase I (2014-2017) - The trends observed in this head have shown an increase in
provision to INR 1200 crore in 2014 from 600 crore in 2010
- After analysing the budget trends we have assumed per annum provision of INR 300
crore (for core network sections and portions) with an annual increase of 5% for
construction of bridges and ROB. Therefore, total requirement of INR 997 crore can be
met with the above provision
- The portion of land falling under railway jurisdiction will be funded by IR (estimated at
INR 231 crore for Phase I)
- Phase II (2018-2022) - Total requirement of INR 1900 crore can also be met with the
above provision
- Phase III (2023-2027) - The requirements under this head will be INR 1558 crore
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- Phase IV (2028-2031) - The requirements under this head will be INR 1339 crore
11.8.4.2. Identification of Works in Phase I
Multilateral Funding
- WORLD BANK: Works equivalent to USD 400 million were identified on the basis of
EIRR
- EIRR was computed for corridors of lengths of more than 50 km
- ADB: Works equivalent to USD 300 million identified on the basis of EIRR of MDR
sections standalone
State Budget & CRF
- Works already sanctioned or in progress have been proposed and prioritized based on
EIRR
UPSHA
- 7 works identified and proposed for which bidding is in progress
These proposals will bring prosperity in the State and enhance all sectors of economy. The
savings in fuel costs will be many folds with reductions of accident costs.
The allocation of above resources for development of core road network has been analysed
in detail and distributed in proposed phased programme up to year 2013. Under various
heads as discussed above Rs 52,000 Crore will fund about 60% of the investment required.
The short fall Rs 38,000 Crore is proposed to be resourced from the PPP potential and
multilateral borrowings. The details are presented in Table 11.9 and Figure 11.9.
World Bank and ADB are in advance stages to approve the loan to be utilised for the
improvement of State Highways and Major District Roads respectively. This will generate
about 10,500 Crore to be utilised for next 10 years. There will be short fall of fund
requirements for the development of Other District Roads in the core network. This will be
an important strategy, which is vital to achieve the last mile connectivity for the regional
road system. Besides, up-gradation of roads will help the State to enhance rural
connectivity. Therefore, a separate provision has to be accorded to develop Other District
Roads in the State. This can be achieved by multilateral borrowings. Some of the ODR’s
can be upgraded to next level to tap the funds available from ADB, WB and other sources.
The funds from the multilateral agencies can be tapped from the following listed agencies:
- The World Bank Group
- Asian Development Bank
- United Nations Development Programme for meeting training needs
- Canada International Development Agency
- Danish International Development Agency
- French Development Agency
- Japan International Co-operation Agency & Japan Bank for International Co-operation
- United States Agency for International Development
About 28,000 crore of PPP potential has been identified in the SHDP programme to be
achieved in 5 phases, which can be accomplished through viability gap funding by both
State and Central Government to a maximum of 40%. State can also use some hybrid
models to attract private sector participation. However, while allocating PPP potential of
State Roads, there will be viability issues and the strike rate could be about 60 to 70% due
to recent slowdown in the economy and experiences from the NHAI and other States.
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT
SCRN-MP- MASTER PLAN – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
P a g e | 11-55
Summarising the resources, budgetary allocations and other potential it is expected that the
investment of Rs. 98,435 Crore shall be arranged from Widening / strengthening
component of State Budget (49%), 4% from CRF, 7% from the State Budget component of
Bridges & Indian railways for converting the important level crossings to grade separated
facilities falling on the proposed core network. 11% of the funds will need support from
Donor Agencies and it is expected that 29% of the investment shall be from PPP.
Table 11.9
PROPOSED PHASE-WISE ALLOCATIONS FOR DEVELOPMENT OF CORE NETWORK FROM
STATE BUDGET, CENTRAL FUNDS & OTHER SCHEMES INCLUDING MULTI-LATERAL
BORROWINGS AND PPP POTENTIAL
Category SH MDR ODR Major River
Bridges
Road Over
Bridges Total
Core Network Cost (crore) 44203 29112 17747 4328 3045 98435
Phase I (2014-17) 15465 2558 84 999 501 19607
Phase II (2018-22) 11250 7274 4977 1600 576 25677
Phase III (2023-27) 9662 11331 7643 1036 922 30594
Phase IV (2028-31) 7826 7949 5043 693 1046 22557
Phase I - Requirements 15465 2558 84 999 501 19607
Budget Allocations
Widening and Strengthening under State Budget 7661 7661
Widening and Strengthening Under CRF 100 330 80 510
Bridges (State Budget) 727 270 997
Indian Railways 231 231
Multilateral Funding 2106 1962 272 4340
Public Private Partnership 5868 5868
Total 15735 2292 80 999 501 19607
Phase II - Requirements 11250 7274 4977 1600 576 25677
Budget Allocations
Widening and Strengthening under State Budget 3850 1836 4977 10663
Widening and Strengthening Under CRF 585 520 1105
Bridges (State Budget) 1600 300 1900
Indian Railways 276 276
Multilateral Funding 2500 1138 3638
Public Private Partnership 4315 3780 8095
Total 11250 7274 4977 1600 576 25677
Phase III 9662 11331 7643 1036 922 30594
Budget Allocations
Widening and Strengthening under State Budget 2500 5100 7373 14973
Widening and Strengthening Under CRF 521 889 1410
Bridges (State Budget) 1036 522 1558
Indian Railways 400 400
Multilateral Funding 2440
2440
Public Private Partnership 4201 5342 270 9813
Total 9662 11331 7643 1036 922 30594
Phase IV 7826 7949 5043 693 1046 22557
Budget Allocations
Widening and Strengthening under State Budget 5226 4849 5043 15118
Widening and Strengthening Under CRF 702 702 1404
Bridges (State Budget) 693 646 1339
Indian Railways 400 400
Multilateral Funding 0
Public Private Partnership 1898 2398 4296
Total 7826 7949 5043 693 1046 22557
Total Budget 44203 29112 17747 4328 3045 98435
Budget Allocations
Widening and Strengthening under State Budget 19237 11785 17393 0 48415
Widening and Strengthening Under CRF 1908 2441 80 4429
Bridges (State Budget) 4056 1738 5794
Indian Railways 1307 1307
Multilateral Funding 7046 3100 0 272 10418
Public Private Partnership 16282 11520 270 28072
Total 44473 28846 17743 4328 3045 98435
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT
SCRN-MP- MASTER PLAN – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
P a g e | 11-56
Implementation of the long-term road development plan and development and management
of the supporting infrastructure calls for a host of activities by State Government. It is
important that a multi-pronged effort is initiated on all fronts to enable speedy, concerted
and coordinated action. The following agenda for action is suggested.
i. Mobilisation of resources
ii. Preparation of DPR for projects recommended;
iii. Initiate the process of tendering, award of contract, construction and project
management for recommended projects;
iv. Allocation of sustainable budget;
v. Establish measures to strengthen the institutional setup and set up a transport planning
unit;
vi. Identification and selection of Private Sector enterprise for projects to be developed
under PPP model;
vii. Identification of land for the various components of the Plan
viii. Social and environmental impacts
11.9. WAY FORWARD
The Consultants suggest the following steps to be taken by the GOUP as a corollary to the
findings and recommendations made in the Master Plan.
i. The Vision Statement prepared by the Consultants should be adopted by the GOUP
and should be the guiding principle for the improvement and maintenance of the road
network.
ii. The expansion of the SH, MDR and ODR suggested in the Master Plan should be
accepted by the GOUP and notified after renumbering the network. The renumbering
should be on rational basis giving due importance to the geographical setting.
iii. The Core Network identified by the Consultants should receive priority in the
implementation of the future road programme. Funds for the improvement of the Core
Network should be arranged and preferably through external funding (World Bank,
Asian Development Bank etc.). The economic analysis criterion should be the basis
for prioritizing the schemes.
iv. The up-gradation of the roads other than the Core Network is equally important since
only then the connectivity to towns (above 5,000 population), places of tourist
49%
4%
6%
1%
11%
29%
0% 10% 20% 30% 40% 50% 60%
W/S (State Budget)
W/S (CRF)
Bridges (State Budget)
Indian Railways
Multilateral Funding
Public Private Partnership
Fig 11.9 SOURCES OF FUNDS
Government of Uttar Pradesh PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT
SCRN-MP- MASTER PLAN – Volume 2
April 2014
SREI/IAD/SRMP/FINAL/R1
P a g e | 11-57
importance, wild life sanctuaries, cottage industries, mandis and places of religious
importance will be accomplished and the national targets set down in the Lucknow
Plan (1981-2001) and Vision 2021 will be achieved.
v. The UP PWD should be reorganised as suggested by the Consultants, giving the
status of Secretary to the Engineer-in-Chief.
vi. The cadre of the PWD should be reviewed and a system of recruitment through
competitive examination should be established, inducting talent at middle level
segments also. This will result in enhancement of skill sets particularly, in planning
and design an essential ingredient for a holistic development.
vii. The road network of UP constitutes a valuable asset which deserves to be
maintained and prevented from becoming obsolete. A Consultant should be
appointed to suggest a Road Asset Management system for UP’s Roads, on sound
business-like principles.
viii. UP has a scarcity of stone reserves. The use of techniques like soil stabilization
should be encouraged. Trial stretches should be constructed using various alternative
technologies and results of performance closely watched to serve as guidelines for
general adoption.
ix. Due to extensive irrigation, the soil in many areas has become sodic. Road
construction in such areas is a serious problem. Solutions are available to overcome
the problem and should be popularized.
x. The high water table in irrigated areas results in capillary rise of water, causing
settlement of the pavements phenomenon known as boggy action. Solutions are
available to overcome the problem and must be popularized.
xi. Though the problems are a challenge, the UP PWD engineers have the capability to
overcome them, provided they are given political and administrative backing. The
entire economy of UP can be changed dramatically, it the Master Plan is
implemented. Agricultural prosperity, growth of cottage industries, development of
education and health services and increase in tourism will be the direct benefits of the
road programme.
xii. A seminar of all stake-holders (government departments), politicians, road users,
contractors, consultants, police should be conducted where the Master Plan is
presented and suggestions from the participants will be received to carry forward the
road agenda.
xiii. The State Government must extend their active cooperation for enabling successful
implementation of the PPP Projects by signing of the State Support Agreements for
the PPP Projects and providing necessary support and assistances and gear for
taking up more projects on PPP basis by:
- Setting up Specific Cells for implementation of Road Projects on PPP mode; such
Cells should also have Finance and Legal Specialties to support Technical Staff
apart from fro Uttar Pradesh State Highway Authority
- Developing required Institutional capabilities
- The Model Concession Agreement (MCA) has to evolve on continuous basis in
due consultation with all the stakeholders.
.